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2011 Honda Accord Crosstour Expert Review: Autoblog
Autoblog
Its introduction was a case study in how to bungle an automotive social media campaign. Badly. It had people running for thesauruses to find new and fascinating synonyms for "ugly." Its TV campaign has something to do with jazz music and animals. And yet, for all the hubbub, hysterics and lamentations that Honda had completely lost its mind, the 2010 Honda Accord Crosstour quietly showed up and began finding customers.
Last month – its best sales performance to date – 2,587 people drove the odd-looking hatchwagon home. Recently, we took delivery of our own Crosstour EX-L tester, loaded-up with all-wheel drive and navigation, to see how we felt about spending a week with Honda's latest experiment.
Photos by Drew Phillips / Copyright ©2010 Weblogs, Inc.
There's no question – none whatsoever – that the Honda Accord Crosstour's styling is controversial to the point of distraction. Some might call it upsetting. Others, however, might like it. Such is the reaction I experienced upon bringing it home. Prior to its arrival, I had essentially characterized the Crosstour as being Medusa on wheels to my better half. She, upon walking outside for a look at the car, returned, looked me in the eye and flatly stated, "That's not ugly. I don't know what your problem is."
To some extent, she's right. Not to damn it with faint praise, but from certain angles, the Accord Crosstour is genuinely not bad to look at. It's weird that way. The front three-quarter view actually has a jacked-up sportiness to it, as the fastback roof profile tapers gracefully, and the car's bulbous fanny is hidden from view. From the side, Honda's attempt to grab the Accord Coupe's jaunty visual mojo and apply it to a four-door body (well, five-door, but you get the gist) is plainly evident.
And you know, it has some juice to it; there's a muscular shoulder above the rear wheels, and the variety of additional creases and lines in the sheetmetal do their best to break up the big-car monotony. Even the bootylicious tail section works out fairly well in profile, with its subtle little lip spoiler punctuating the roofline's trailing edge. From the rear, the CRX/Insight-style split-glass tail looks pretty decent, as does the pair of polished exhaust tips fitted to our V6-powered tester. What basically kills the look for us is the Crosstour's face, which is unnecessarily overwrought thanks to its cartoonishly large radiator grille, which extends too far below the headlamps and bears no familial resemblance to either the Accord Coupe or Honda's bread-and-butter sedan. If Tim Burton and Michael Bay joined forces to make the Cheshire Cat into a Decepticon, this is what he'd look like.
Give Honda credit, though. They sure weren't afraid to take some risks with the styling. Sure, we'd bitch less if it were shaped like a traditional wagon (after all, Honda's served up a couple of tasty-looking ones under the Accord nameplate), but the wagon-averse U.S. auto market says that'd probably have been a far riskier business gamble than the hatchback we ended up with. If you're a Honda loyalist who's desperate for a regular wagon, head to your Acura store later this year and buy the TSX, but remember, if you want the V6 and AWD, the Crosstour is where it's at in the Honda Universe.
Inside, the Crosstour is the opposite of controversial as everything you see from the driver's seat is straight-up Accord. The instrument panel is the same straightforward, classy presentation you'll find in the sedan and coupe. This is mostly a good thing in terms of user-friendliness, though we're still nitpicky about the HVAC control layout (they're split up on either side of the wide center stack) and Honda's puzzling decision to use a dial for the audio system volume, but not the tuner, which gets a rocker switch (Acuras get dials for both functions). The optional nav meant we got the recessed, high-mounted LCD display in the center of the dash. No touchscreen here – inputs are done via the large controller in the middle of the stack or through voice commands you initiate by thumbing a button on the steering wheel. The control interface for the screen-based nav/audio system takes a little getting used to, but once you set up your radio presets and get comfortable with everything, it's very much second nature. There's a six-disc CD changer, but it may as well be an eight-track deck; satellite radio and the car's USB connector made CDs seem positively quaint. Bluetooth setup is easy, with the voice command menus clear enough that we never needed to crack open the owner's manual.
The leather-clad front seats are heated, wide-bottomed and decently bolstered; they're comfy if not overly sporty, a description that summarizes the Crosstour in general. The cupholders mounted between them are fine at keeping the crucial morning-commute coffee secure, and can be covered when not in use. You'll also find the same automatic transmission shifter used in other Accord models, and the center storage bin is plenty roomy and ready to swallow up all manner of random in-car detritus.
Rear-seat passengers have little, if anything, to complain about. It's spacious back there, with ample legroom even for taller passengers. The Crosstour's aggressively-sloped roofline belies a surprising amount of backseat headroom, too. Average-sized adults will have no problems whatsoever, and even tall folks should find it surprisingly accommodating. If you have kids, mounting a baby seat or booster (or both) is no biggie. The Crosstour lives right up to the Accord moniker's family-car reputation. Our tester's all-black interior will doubtless be popular with many buyers, but we thought it contributed to a somewhat cavelike ambiance. If it were us forking over the as-tested price of $36,930 (the Crosstour ain't exactly cheap), we'd be sure to pick an exterior color that allows the Ivory interior to be selected. We've looked at Crosstours so equipped, and in our opinion, the cabin has a cheerier feel and a more premium (read: expensive-looking) visual impact with the lighter seats and trim.
Outward visibility is good straight ahead and to the sides, but the view out back is sketchy at best, even with the glass panel on the face of the tailgate. When reversing, we were thankful for the tester's included rearview camera, as it's the only way to honestly tell what you're about to back over. It's important enough, in fact, that we'd go so far as to say that if it's within your financial reach, you really ought to take a hard swallow and hand over the added premium for the Navi model, as that's the only way you get the backup cam. The view over your shoulder basically stinks, thanks to the dramatic roof angle. Get those mirrors adjusted properly, folks, unless you want a mundane lane change to turn into some sort of driver's ed cautionary tale.
If you're buying a Crosstour for its voluminous cargo capacity, you should probably check your research, since it trails pretty much every conceivable rival in this regard. Behind the back seats, you get 25.7 cubic feet of space; flipping down the second-row seats boosts total cargo room up to 51.3 cubic feet. As you can see from the sampling below, the competition wins this battle pretty handily. Even some compact SUVs like the Honda CR-V and Nissan Rogue come out ahead in terms of the cargo volume numbers game, thanks to their boxier styling:
The discrepancy is due to a combination of the Crosstour's rakish profile – where you pay the price for the fastback look – and intrusive rear strut towers and wheel wells that crowd the cargo area on both sides, eliminating any possibility of fitting long, wide cargo, even with the back seats folded. As for the space that is available, it's more than enough to handle a big shopping trip to the grocery store or DIY-big-box outlet. Just don't plan on hauling any really tall or bulky stuff. The rear cargo area also features hidden under-floor storage in the form of a removable, easy-to-clean plastic bin. It looks like it'd be handy for carrying messy stuff like trays of flowers, or just keeping loose trunk junk like your flashlight, jumper cables and first-aid kit out of the way.
If you're okay with everything we've discussed so far, you'll be happy to know that the Crosstour is entirely pleasant to drive. The 271 horsepower and 254 pound-feet of torque delivered by the 3.5-liter V6 is more than ample in town and on the highway, announcing itself with a subdued growl from beyond the firewall. Acceleration is not of the neck-snapping variety, but at the same time, it's no slouch should you give the long pedal a proper workout. As we noted previously, our tester had AWD, which will doubtless help sales in states that deal with snowy winters, but the worst weather we experienced was some rain, which the Crosstour would have tackled equally well if it were a front-driver. Honda's Variable Cylinder management is standard, allowing the engine to switch seamlessly between three-, four- and six-cylinder operation. If not for the indicator light in the instrument cluster, we wouldn't even have noticed when VCM was doing its thing. However, despite the cylinder deactivation we still only averaged fuel economy in the mid-teens in what wound up being predominantly local driving. The EPA rates the AWD Accord Crosstour at 17 mpg city, 24 mpg highway and 20 mpg in mixed use. Your results, as they say, may vary.
Dynamically, the Accord Crosstour is bereft of surprises despite its slightly higher stance and added heft. This is a good thing, as behavior is predictable, with a suspension tune that's reasonably firm and nicely communicative without compromising overall passenger comfort. Probe the limits, and it can get a little squishy when the road gets bendy, but seriously, that sort of driving is outside the Crosstour's prime directive. Nobody buying one is going to go there. Ever. In relaxed, kid-taxi/grocery-getter mode, it's a shining beacon of Accord-ness. Steering feel and response are also nicely dialed-in, and before long, you forget that you're not sold on the looks, because it's such a solid drive.
Ultimately, if you want to compare it to something reasonably similar, the Toyota Venza is the roomier and more stylish choice, but the 2010 Honda Accord Crosstour delivers the clearly superior behind-the-wheel experience. We'd happily road-trip one of these, even though we'd have to bring less stuff along for the ride. If you can get past its (extremely) polarizing styling and the lower cargo capacity that comes with it, the 2010 Honda Accord Crosstour is eminently capable. Enjoyable, even. Is this the Accord wagon so many of us hoped for? No. Instead, it's probably the best Accord hatchback ever. Pity it's not the best-looking one, too.
Photos by Drew Phillips / Copyright ©2010 Weblogs, Inc.
We hadn't been parked but a minute or two when it happened. After about a half an hour wringing out our test subject on what few curvy stretches of road suburban Detroit had to offer, we opportunistically pulled into a roadside fruit stand to snap a few photos before our ride got any dirtier. It was at exactly this point that a Lincoln MKZ rolled up, a window whirred down, and two gray-tufted heads popped out. "What is it?" inquired the couple in boisterous unison. Silence. "It's the 2010 Honda Accord Crosstour," we eventually blurt out, my co-driver sounding suspiciously apologetic. "It's... it's gorgeous!" The late-sixty-something man isn't being facetious – in fact, he's gushing – taking his hands off the Lincoln's wheel and gesturing as if to reinforce his sincerity.
If we're lyin,' we're dyin.'
"It's absolutely beautiful."
More silence.
"Really? Would you like to take a closer look?" No sooner had we extended the offer than said window was rolled up and the MKZ hurriedly shepherded into a parking spot. Moments later, our curious seniors were all over Honda's latest like first-in-liners at an early bird all-you-can-eat buffet. They took in its daring fastback profile, sized up its cargo hold, fiddled with its power seat controllers and gooshed its soft-touch plastics. Not only were they clearly impressed, they loved the way it looked.
Photos copyright ©2009 Chris Paukert / Weblogs, Inc.
Having established that Ashton Kutcher wasn't about to spring forth from behind the stand's display of pumpkins, we stood back and watched, surveying the scene while chatting with the stand's owner. Even though the proprietor would later confess to not liking Hondas (her husband being a retired General Motors lifer and all, that kinda thing just wouldn't be right), she had been kind enough to oblige our photography and she seemed to be as curious as we were. We admit it: we did not expect things to go down this way. And in our defense, neither did Honda.
You are the Target Market
You see, earlier that same morning, we attended a press conference and walkaround with company officials, and as it turns out, our elderly snoopers aren't who the Crosstour's blunt prow is aimed at. According to Lee DaSilva, senior product planner, the model is targeted at both fifty-something Baby Boomers that find themselves with newly empty nests and Gen Y types who are just starting their own families. Our admirers were clearly neither.
However, given their newish MKZ, they probably had the educational and financial credentials that Honda has bogeyed, and besides, it's often true of niche cars that they end up selling to vastly different audiences than the one that was originally intended. Just ask Scion. Or Honda's own Element buyers.
Beauty is in the Eye of (Other) Beholders
Regardless of The Lincolns' ardor, it's clear that Honda is facing considerable early pushback with its newest nichemobile. Advanced marketing efforts through social media sites like Facebook haven't exactly gone according to plan, sparking widespread derision studded with the occasional kudos emanating from the Commentariat. The only problem is, the overwhelming majority of these detractors have never seen the Crosstour in person.
First Impression: Like the Accord sedan upon which it's based, the Crosstour is larger than you might expect. At 196.8-inches long, 74.7-inches wide, 65.7-inches tall and 3,887 pounds, our EX-L tester was a big boy. As our new friends illustrate, the Crosstour's design clearly has its adherents, but we can't help but think that its self-described "thick face," oddly dimpled rocker panels and high-waisted Kammback tail tries too hard to be different.
In particular, the dead-on front and rear views are tough to make sense of. The nose is definitely aggressive, and for better or worse, it does have a certain "T-Rex head" quality about it. We suspect some will appreciate its in-your-face quality, while others will just be turned off. When viewed from directly behind, we couldn't find much love for the Crosstour's split-glass arrangement and collagen-injected Porsche Panamera aesthetic. The visual weight of its high rump has been exacerbated by tires that appear too narrow, to say nothing of the odd covering of the undermounted spare that's clearly visible to trailing cars.
To be clear, we think that a 225/60 18-inch radial is normally more than enough footprint for a family car (EXs make do with 225/65 17s), but even if these Michelins are dynamically up to snuff – and they are – they don't help visually. This is particularly apparent when compared with the wider and larger radials of the competition (there's a reason most Toyota Venzas wears dubs). Given the Crosstour's elevated ride height, its upward sweeping rear overhang, and its unconventional hatchback rear graphic, the resulting look strikes us as disharmonious and tippy. We suspect Honda's engineers may have had trouble stuffing a wider tire underneath the Accord-based platform, especially while leaving space for the underslung spare.
Do Not Attempt to Define the Undefinable
Thankfully, during our day with the car, Honda's team largely avoided the shopworn auto marketer's tendency to invent white space. You know, blustery talk of how a model is a new type of vehicle the likes of which buyers have never seen, and therefore it has no real competitors. Oh, program chief engineer Osamu Takezawa did suggest that Crosstour is an "Active Grand Tourer" (fair enough), but the rest of Honda's marketing team refreshingly didn't even attempt to coin a new market segment like "Extreme Lifestage Softroader" for it to occupy.
Admittedly, a bit of confusion would be understandable – even our own government doesn't can't seem to comprehend what this East Liberty, Ohioan is: The EPA classifies the Crosstour as a passenger car, but down the hall, NHTSA maintains it is a light truck. As if to add some context and clarity to this conundrum, Honda thoughtfully provided a pair of likely cross-shops for us to sample, the Nissan Murano and Toyota Venza. Honda says this is a CUV, folks.
Core Competency
All of which brings us to the drive. We've spent entirely too much time dwelling on the sort of superficial stuff that our moms have always told us doesn't matter. It's what's inside that counts, right? So, in that spirit... how's she go? Rather well, as it turns out.
As is the case with every Crosstour, our front-drive EX-L tester was powered by Honda's well-mannered 24-valve, 3.5-liter V6. In this case, the i-VTEC motor gives 271 horsepower (at 6,200 RPM) and 254 pound-feet of torque (at 5,000 RPM) – both figures comparing favorably to the Venza (268 hp/246 lb-ft.) and Murano (265 hp/248 lb-ft). However, the Toyota has an extra cog and the Nissan's CVT has a wider ratio spread as compensation.
Despite only having five speeds, the Crosstour's transmission proved to be a sophisticated and able partner, with a new g-force algorithm that prevents the gearbox from engaging in any ill-timed mid-corner shifts, and there's even an unexpected rev-matching downshift feature. Oddly, Honda has elected to not include a manual +/- gate on the gearshift and there are no paddles, either.
While we were initially a bit surprised to learn that no four-cylinder model would be offered, the six has variable-cylinder management technology to help on the economy front. Paired with Honda's keen-shifting five-speed automatic and other fuel-saving measures (example: a humidity control feature on the HVAC system that results in a three percent fuel savings), the Crosstour chips in with some respectable mileage figures: 17 mpg city/27 mpg highway for front-drivers like ours, and 17/25 for the all-wheel drive model. Officials claim they would've only saved about one mpg by going with an inline-four, so they passed. For comparison's sake, a Murano returns 18/23 and a V6 Venza scores 19/26.
Drama on the Outside, Not on the Inside
If nothing else, the Honda's polarizing bodyform helps pay dynamic dividends. With just 6.0-inches of ground clearance (only 0.3 inches more than the sedan – significantly less than its adversaries) and a narrow overall body height from rocker-to-roofline, the Crosstour enjoys a lower center-of-gravity than competitors, an attribute that's noticeable from the moment you take a corner with conviction. Credit also goes to an exceptionally stiff body structure that allows the front double-wishbone and rear multi-link suspension to keep ride motions in check. It's also this rigid chassis that helps keep the interior free from any squeaks and rattles.
In fact, it's very quiet inside – even when the standard sunroof is open. Honda has fitted dynamic engine mounts that help cancel out unpleasant engine vibrations when the V6 is operating in cylinder deactivation mode, and the Crosstour is the first Honda-branded car to employ active sound cancellation through the audio system. We even reckon the CUV's narrower sail area will result in better resistance to crosswinds than its contemporaries.
Realizing that it's toting around an extra 300 pounds or so, engineers upgraded the Crosstour's standard Accord brakes from single- to double-piston up front, with 11.7-inch discs fore and 12.0-inchers aft. Further alterations include model-specific shocks, springs and anti-roll bars. The changes work, and the ride and handling strikes an agreeable balance. In short, the Crosstour may offer a more sporting drive, but it's plenty composed, too.
The Whole Enchilada?
Let's face it, though, this class of crossover is rarely purchased based on dynamic abilities. Buyers want a comfortable ride, commanding visibility, flexible utility and plenty of creature comforts. By this yardstick, the Crosstour has some substantial holes in its repertoire. The interior is nicely done, and despite the rakish roofline, rear headroom isn't far off of its competitors, plus there's legroom aplenty. If anything, the case can certainly be made that the interior looks too similar to the Accord sedan. With the exception of a unique fabric or leather color option, ice blue gauge needles and a different shade of faux woodgrain, the cabin is all but identical to its less adventuresome sibling. At least all Crosstours come with supportive seats, excellent fit-and-finish and generous equipment levels: standard kit includes dual-zone HVAC controls, a sunroof and a 360-watt CD-stacker stereo. Lest we forget, Honda's wonderfully capable but fiddly sat-nav is also available.
On the visibility front, the Crosstour's two-piece rear glass allows one to see objects up close more easily than some of its competitors (think: parking lot poles), but the rear aspect is otherwise compromised with a narrow main window, thick D-pillars and bulky headrests. It isn't just the view out the back that's likely to prove divisive – because the Crosstour sits so low, it fails to deliver the elevated SUV-like seating position and sweeping greenhouse that many crossover buyers crave. Get the backup camera.
Things are somewhat better beneath the rear hatch. If the Crosstour has any surprise-and-delight features, it's back here. The 25.7 cubic feet of cargo space (expandable to 51.3 cubes with seatbacks down) trails its rivals by a good bit – particularly when comparing seats-folded numbers. But the 60/40 split chairs fold completely flat with a tug on the well-placed handles and there's a novel three-piece double-sided floor panel that has carpet on one side and ribbed plastic on the other. If you don't want to soil the carpet with your active lifestyle accessories, the plastic side is the way to go, but we wish it were rubberized to hold items in place. As it is, unless you secure the item using the supplied tie-downs, your belongings are probably going to end up on the carpeted area anyway.
Saving the best for last, the Crosstour's chief party trick is its "Hidden Removable Utility Box," a 1.9 cubic foot sub-floor... well, box that has handles and movable dividers. It's a great place to store valuables out of sight and keep dirty boots away from the week's groceries. It's also the reason why Honda opted to have the spare tire ride underneath the chassis like a pickup, as doing so freed up room for the storage bin.
A Surprisingly Short List and a Question of Price
Unfortunately, for a premium-minded offering, the Crosstour's options list appears to be missing more than a few key attractions. In most new CUVs of this class, you can get a panoramic moonroof, but with the Honda, you'll have to settle for the standard-sized unit. Power liftgate? Rear-seat entertainment system? High-intensity discharge headlamps? Bluetooth streaming audio? Pushbutton start? No, no, no, no... and...umm... no. It's therefore unsurprising that you won't find any advanced safety options like a lane-departure warning system, a blind-spot monitor or intelligent cruise control. We generally don't care for those gewgaws, and to be fair, many competitors do without them, but Honda has made it clear that it's seeking more affluent buyers, and with less-than-stellar outward visibility, it wouldn't be a bad idea to make at least blind-spot technology available.
Then there's the not inconsiderable matter of pricing. Honda has taken a real risk here by deciding to offer high-content V6-only models, and we're not sure it's the right strategy. As it is, the front-drive EX starts at $29,670 and all-wheel drive models start at $34,020, but at least leather comes standard on those models. Add navigation to an all-wheel-drive EX-L, and you're talking $36,220, at which point the barn door is wide open for premium-badged offerings.
We hate to belabor the point, but since Honda themselves brought specific challengers into the equation, it bears noting: Apples-to-apples, the competition is cheaper. A front-drive, six-cylinder Venza starts at $27,800 and a similar Murano (which only comes with V6 power) retails from $28,050. And if you care about such things, at 3,500 pounds, they both offer more than double the highest rated towing capacity of the Crosstour.
As we Autobloggers are good momma's boys and gals, we'll agree to say that beauty is in the eye of the beholder and leave discussions of this Honda's design at that. We'll even happily agree that it's nominally the better driver's car. But rivals offer more utility, more capability, more choices and more luxuries – and they do it at lower price points. That's going to be one hard Crosstour-shaped lozenge for consumers to swallow – no matter what age or tax bracket they operate in.
Who Might Really Cross Over
As it turns out, our fruit-stand stopping, MKZ-driving admirers would later tell us that they have another car at home in their driveway – an Accord – and they are contemplating replacing it soon. All of which makes a lot more sense. Honda has some of the best customer satisfaction and brand retention ratings of any automaker, and we can see loyalists looking for something a bit different and a bit more capacious finding their way into a Crosstour. We're just not sure about 40,000 of them – the yearly volume company officials are seeking.
Us? We'll wait for the just-announced Acura TSX Sport Wagon, a model that is widely expected to be a ported-over version of the company's tasty JDM Accord Tourer. In the meantime, Honda, might we suggest introducing an all-wheel drive Accord sedan? We suspect you'll have the necessary parts lying around...
Photos copyright ©2009 Chris Paukert / Weblogs, Inc.
New Car Test Drive
Fresh styling for sedans and coupes plus new Crosstour model.
Introduction
By model range, powertrain choices and overall efficiency, the Honda Accord line-up surpasses everything in its class. Measured by holistic performance or overall refinement, the Accord is difficult to beat. The Accord comes in sedan, coupe, and now Crosstour body styles.
The Honda Accord plays in one of the auto business's most competitive categories, full of cars created to appeal to the largest number of potential buyers. In this make-everyone-happy world, few do it better than Accord. All Accords are roomy, comfortable and very easy to live with, largely free of niggling annoyances that can make otherwise good cars less appealing. All have at least a hint of sporty panache.
The 2011 Accord line-up offers some significant changes. The mild facelift has been applied to all models for 2011, while some new features and efficiencies increase fuel mileage ratings. A new value-priced 2011 Accord SE model features heated leather seating in otherwise base trim. But the biggest news is the new Crosstour.
The new 2011 Honda Accord Crosstour is a crossover wagon launched late in 2010 based on the Accord but with expanded cargo capacity. The Crosstour seats five, but is intended to be more versatile than the Accord sedan. Offered only in the highest trim levels, the Accord Crosstour competes with the Toyota Venza, which, is similarly based on the Camry. Unlike other Accord models, the Crosstour is available with all-wheel drive.
The 2011 Honda Accord is available with a choice of four-cylinder and V6 engines, and manual or automatic transmissions. The Accord sedan and coupe were completely redesigned for 2008, when they grew in exterior dimensions and improved occupant safety.
The four-door Accord sedan competes with the Toyota Camry, Nissan Altima, Ford Fusion, Hyundai Sonata, Mazda 6, and Chevrolet Malibu. It's roomier inside than all of them and more polished than most, with an emphasis on power, fuel and space efficiency.
The stylish two-door Accord coupe offers a 6-speed manual with the V6, for a rare combination in mid-size cars. It comes with a sporty suspension package and low-profile tires on 18-inch wheels, and goes head to head with the Nissan Altima coupe.
With effectively five trim levels, the Accord can fit a wide range of budgets. There's a no-frills sedan with plastic wheel covers, essential features and a solid stereo, and high-trim models with sumptuous leather, mega-watt sound systems, active noise cancellation and navigation. All variants deliver high engineering standards, excellent finish, good build quality and all the important safety equipment.
Some of the Accord's competitors have been redesigned more recently. Others can be more fun to drive. Yet there may be none that match Accord's overall combination of polish, refinement, efficiency and choice. For that reason, the Honda Accord remains a benchmark among mainstream, midsize automobiles.
Lineup
The 2011 Honda Accord line-up includes sedans, coupes and the new Crosstour wagon, with three engine choices, 5- and 6-speed manual transmissions or a 5-speed automatic. All-wheel drive is available on the Crosstour. Rather than offering traditional options or option packages, Honda tends to mark upgrades in equipment with a different model designation. As a result, by Honda's count, there are 26 different models or trim levels in the Accord line. (All New Car Test Drive prices are Manufacturer's Suggested Retail Prices, which do not include destination charge and may change at any time without notice.)
The Accord LX Sedan ($21,180) is the entry model, powered by a 177-horsepower 2.4-liter four-cylinder engine. It comes with cloth upholstery, air conditioning, power mirrors, windows and door locks, a tilt-telescoping steering column, folding rear seats and a 160-watt sound system with single CD and an auxiliary jack. The standard wheels are 16-inch steel with plastic covers. The 5-speed manual transmission is standard, and the 5-speed automatic ($800) is available. The LX-P Sedan ($22,980), P for Premium, adds alloy wheels, a power driver's seat, illuminated power window switches with express up/down for the front passenger, a security system and a chrome tailpipe. The automatic is standard.
The 2011 Accord SE Sedan ($23,730) builds on the LX-P package with heated front seats, leather seating and driver's power-lumbar support
The Accord EX Sedan ($24,105) gets a higher-revving, 190-horsepower version of the 2.4-liter four-cylinder engine, with standard 5-speed manual and no leather. It also adds a six-CD changer, 17-inch alloy wheels, power moonroof, heated mirrors and premium interior accents. The automatic is available, and for 2011 EX models add a USB audio connector to the stereo.
The Accord EX V6 Sedan ($27,080) features a 271-hp, 3.5-liter V6 with 5-speed automatic; fog lights come standard.
The Accord EX-L ($27,355) and EX-L V6 Sedan ($29,430) add leather on the seats and steering wheel, while the four-cylinder EX-L comes standard with the automatic transmission. The EX-L models also come with 270-watt audio, XM Satellite Radio, Bluetooth connectivity, heated front seats, compass and exterior temperature indicator, automatic on/off headlights and an auto-dimming rearview mirror. For 2011, the EX-L V6 also has two-position memory for the driver's seat. The Accord EX-L V6 with Navi ($31,630) adds a navigation system with rearview camera.
The Accord LX-S Coupe ($22,555) is the entry-level two-door version, powered by the 190-horsepower version of the four-cylinder engine with a 5-speed manual or automatic. The Accord coupes are generally equipped comparably to sedans with the same letter designation.
The Accord Coupe EX ($24,455) and EX-L ($27,105) come standard with the automatic transmission. The 2011 Accord Coupe EX-L V6 ($29,730) offers a choice of 6-speed manual or 5-speed automatic with paddle shifters on the steering column. Accord Coupe EX-L V6 with Navi ($31,730) adds navigation and rearview camera.
The Accord Crosstour EX ($29,670) and EX-L ($32,570) come with the V6 engine and automatic transmission. Crosstour features an easy-fold rear seat and a maximum 51.3 cubic feet of cargo space. The Crosstours come with a few more features than EX and EX-L sedans, including a new Active Sound Control noise-canceling system. The Crosstour EX-L 4WD ($34,020) features Honda's Real Time 4WD system. Navigation and rearview camera are available on the Crosstour EX-L ($34,770) and EX-L 4WD ($36,220).
All Accords have six airbags, including two-stage front airbags, front passenger side-impact airbags and head-protection curtains for all outboard seats. Other standard safety features include active front head restraints, electronic stability control, antilock brakes with electronic brake distribution and brake assist, and a tire pressure monitor. The optional navigation system includes a rearview camera, which can help the driver spot children and other hazards behind the car when backing up.
Walkaround
Honda Accord models get a mild styling makeover for 2011. Also new is the introduction of the Crosstour wagon, joining the sedan and coupe versions.
Known in the car business as a mid-cycle facelift, changes to the 2011 Accord are about as extensive as any car gets between complete redesigns. They re-emphasize the Accord's conservative, upscale appearance.
The current-generation Accord sedan was introduced as a 2008 model, and it's larger than any before it. Although it competes in the mid-size market segment, the sedan is classified a large car by the federal government, based on interior volume. It is about five inches longer than the Toyota Camry, its primary competitor, and more than three inches longer that the Nissan Altima.
The Accord Crosstour is larger still, measuring two inches longer and nearly seven inches taller than the Accord sedan.
The Crosstour is built on the same foundation as the coupe and sedan, with similar lines and styling cues, but it shares no body panels with either of its siblings. There are two obvious differences between the Crosstour and other Accords. The distance between the Crosstour's floorpan and roof is substantially higher, and its roof slopes gradually from the middle of the passenger compartment into an expansive hatchback. The hatch allows easy access to the Crosstour's expanded cargo area, yet lift-over height at its rear bumper is no higher than the typical sedan's.
The two-door Accord coupe, on the other hand, is smaller than either the Crosstour or the sedan, both visually and by exterior measurements. Every dimension, save width, is two to four inches shorter than the sedan. The coupe looks lighter, perhaps more lithe.
2011 styling updates for the sedan and coupe won't be obvious from across a parking lot, but they're noticeable in details at closer range. The sedan's front bumper and grille, wedged between angular, jewel-like light clusters, have been re-shaped for 2011. The effect is a slightly more pronounced snout than before. In back, the lip of the trunk lid and the taillights have been tweaked for a crisper, even more substantial look.
In general, the Accords maintain their contemporary yet notably conservative design, highlighted by a strong character line that slopes down and forward like that of the Acura TL, though the Hondas are much less angular than the Acuras. All Accord variants maintain the Honda hallmarks of narrow windshield pillars and a low cowl that promote good forward visibility. The sedan's rear door pillars have a pronounced kink popularized decades ago by BMW, and the four-door Accord might be mistaken from a distance as a BMW 5 Series or some other European luxury sedan.
Once seated, the Accord driver can see the hood and the top of the fenders where they meet the hood, but the forward edges of the car are not so visible. The swept-back headlight housings minimize protruding corners and ease maneuverability, though it takes some familiarity before the driver is certain exactly where the corners of the car are. Many of the Accord's design elements are a product of auto/pedestrian collision standards. The wiper arm mounts are designed to break away when hit, for example.
Interior
The 2011 Honda Accord gets minor interior updates and new features, including the addition of a USB audio connector on more models.
Honda owners will feel right at home in the 2011 Accord, and that may be one reason repeat buyers account for a good chunk of sales. The Accord cabin is spacious, light and airy, with a thoughtful layout and plenty of elbow room. Everything you touch feels right for the price. Everything you need seems to be where you want it, and everyone on board will be comfortable.
Accord LX models deliver pleasing design and materials, with a variety of storage areas for modern conveniences like iPods and old-fashioned vices like a bottle of Coke. Stepping up to the new Accord SE model adds leather upholstery and heated seats, but the basics like seat design and driver ergonomics are shared by all models.
The leather is high quality and perfectly tailored, and the driver's seat in most models has multiple power adjustments. There's good support for the long haul, but the seats are easy to slide in and out of during around-town errands. For 2011, Accord EX-L V6 models add two-position memory for the driver's seat. Accord coupes make use of their longer front door panels by adding a return sweep and pull handle to the armrest trim.
The Crosstour wagon is very much like the sedan inside. The instrument panel is essentially identical in all Accords. The Crosstour isn't noticeably more spacious, and certainly not more comfortable, but it does have a slightly higher seat bottom, or hip point as it's called. The result is a slightly higher seating position, and perhaps a better view of the road ahead, with a bit less plop-down distance when occupants put their rear-ends inside.
Accord's standard tilt-and-telescoping steering wheel provides a good range of adjustment and compliments the driver's seat movement, so people of every size can find a good driving position. The shifter is right at hand, and the proper handbrake has short travel. The sunroof button, reading lights and a drop-down glasses holder are located in a mini-console above the rearview mirror.
There's a clear view of what's all around outside the Accord, and of the proven, extra-crisp dial-and-needle gauges inside. Accords equipped with the navigation system now come with a back-up camera, and it's valuable. The information display or navigation screen is inset under a shade at the same height as the gauges, so glare is controlled, and the screen can be viewed with polarized glasses.
Lights and wiper controls are stalks on the steering column. Honda's graphics for the variable intermittent wipers are among the simplest: Rather than bars, lines or dots of differing size, the Accord uses one raindrop for long interval and three raindrops for more frequent wiping.
Controls for audio and navigation sit below the navigation screen and center dash vents. On lower-line models, the big round knob controls volume; on others it is the interface through which you work through various menus. Even on fully equipped cars with navigation, the layout is less daunting than the number of buttons first suggests. One row of switches controls audio input (AM, XM, CD, etc.) and another row has six audio presets.
Climate controls are located to the sides of the center stack, so you needn't wait to approve the legal disclaimer on the screen before you can ask for heat or air conditioning. The climate switches have been improved for 2011, with more frequently adjusted fan and temperature control positioned on the left side, closer to the driver, and less-frequently used buttons on the right side.
Convenience features aren't exclusive to high-trim models. The door locks, for example, have multiple functions on all models. With the key inserted, the lock cylinders can raise and lower the windows and open or close the sunroof by turning clockwise for up and counter-clockwise for down. The unlock button on the key fob will lower the power windows and open the moonroof when it's depressed for three seconds and then held. The available navigation system adds convenience with voice activation, which can handle a multitude of chores without a hand ever leaving the steering wheel.
Our complaints about the Accord cabin are minor: We wish there was more differentiation in the appearance of different types of controls (climate and audio, for example) for easier recognition while driving. The lumbar support on all front seats (regardless of power or upholstery) is stout, and several drivers wished for less of it. The front seats have lots of room around them, prompting some slender occupants to note that the door was too far away for a comfortable armrest or leg brace. To some extent, of course, this gripe is a function of a large interior space with room for large people. The width of the Accord translates directly into a wide cabin, especially in front. The center armrest is big enough for two adults to share.
Rear-seat passengers will have few complaints. Seat cushions and backrests carry right out to the door without wheelwell intrusion, and the rear doors offer easy ingress and egress. Six-footers can sit comfortably, even with one in the back seat behind one in the front seat. The center seat is well padded, and as such it loses a bit of headroom to the outer seats. There's nothing particularly fancy in the back of the Accord: adjustable air vents on the back end of the center console, decent cupholders, but no rear reading lamps. Nor is there a significant upgrade in rear-seat space or accommodations in the Crosstour, except a slight bit more rear headroom.
Trunk space in the sedan is a class-average 14 cubic feet, in a fairly useful shape, and the contents need not be heaved waist-high to load in. The rear seatbacks fold for more cargo room, and there's a lock on the pass-through behind the armrest on some models. The navigation system's DVD-drive is remote mounted on the upper edge of the trunk, but it's protected by a stout steel band.
The Crosstour is a definite step up from the sedan in cargo capacity and flexibility. Hinges on its tailgate are designed such that the operator does not have to step backwards when it's opening or shutting. Cargo volume nearly doubles compared to the sedan. Crosstour provides 25.7 cubic feet of cargo space when the rear seats are up. With the seats folded, maximum cargo capacity increases to 51.3 cubic feet. The rear cargo area measures about 41 inches deep by 55 inches at its widest, and the carpeted floor can be flipped over to its plastic underliner, so wet or dirty items won't soil the carpet. There's also a couple more cubic feet of space under the Crosstour's cargo floor, divided into separate plastic bins. The largest measures two feet square by nearly a foot deep, with a built-in handle for easy removal. It will make a great drink cooler in a pinch.
The Crosstour's rear seat is split 60/40, and each half folds forward automatically by flipping a lever just inside the tailgate (you'll have to walk around to the side doors and manually return the seats to passenger position, however). With the rear seats folded, there's nearly seven feet of length from the front seatbacks to the tailgate, with tie down points to keep objects secure. The cargo floor is 30 inches wide at its narrowest, between the wheel wells, so it won't accommodate standard sheets of building material.
For all its cargo advantages and trick features, the Accord Crosstour is nonetheless about style as much as anything else. At least compared to other models in Honda's line-up. The smaller, less expensive CR-V, for example, has 20 cubic feet more cargo capacity than the Accord Crosstour. And if maximum cargo space is the objective, the comparably priced Odyssey minivan has nearly three times more than Crosstour.
Honda's Active Noise Cancellation (ANC) comes standard in all Accord models except the base LX sedan, but we were hard-pressed to notice the noise difference between LX and EX. The Crosstour has an upgrade called Active Sound Control (ASC), which is more sophisticated than ANC, according to Honda. Whereas ANC deals specifically with the elimination of low decibel noise entering the cockpit, ASC has a much broader range, including the elimination of unwanted high frequency noise. We still weren't overwhelmed with the effect.
Vibration and engine buzz are minimal with the four-cylinder engine and negligible on the V6, so all Accords come across as very quiet. With everything off and the windows and roof closed, tire and road noise flow in first, but it's never anything more than background. Bottom line: The Accord is smooth and quiet with or without noise cancellation technology.
Driving Impression
Nearly all Honda Accord models boast improved government fuel economy ratings for 2011, and they remain well-balanced cars that are good at just about everything. Just about every car in this class is well balanced, to be sure. Mid-sized sedans are usually crafted as all-things-to-everyone vehicles, intended to appeal to the largest possible chunk of buyers. It's a question of which one gets the balance appropriate for a buyer's taste, and again the Accord settles somewhere near the middle.
We find the Accord nicely mannered, polished, pleasant and steady regardless of model, engine or transmission. It's comfortable, and perfectly predictable, regardless of body style. In general, the Accord comes across as firmer and a bit livelier than the Toyota Camry. It's softer and less edgy than the Nissan Altima.
The Accord has gotten bigger and heavier over the years, and it shows. The Accord sedan feels more like a mid-size luxury car on the road, less like a perfectly sorted, well-finished compact car. That evolution is hardly a bad thing, but it's safe to say that Accord has lost some of the spunk, or perhaps the fun, that launched it to the top of the sales charts decades ago.
Nowhere is this more apparent than in the Crosstour. This crossover wagon is the largest Accord of all, and quite a bit heavier than an Accord V6 sedan, particularly with the optional all-wheel drive system. The Crosstour is comfortable and substantial, and while it will feel very familiar to current Accord sedan owners, it lumbers just a bit more than other vehicles in the line. The extra heft is notable under braking, or in sharp left-right maneuvers like a slalom, even though in many respects Honda has designed the Crosstour to seem sportier than the standard sedan.
Crosstour is the only Accord offered with Honda's fully automatic Real Time 4WD. This all-wheel-drive system sends power to the rear wheels only when there is insufficient traction at the front wheels to keep the Crosstour moving forward under full control. Most of the time, AWD-equipped Crosstours operate like a standard front-drive car. Honda's system adds less weight (with a smaller mileage penalty) than many AWD systems, and it can add a noticeable element of control when driving in the rain, snow or on unpaved surfaces. Fuel economy is an EPA-estimated City/Highway 17/25 mpg for Crosstour 4WD, 18/27 mpg for Crosstour 2WD.
The Crosstour has other enhancements not available on other Accords. Its standard automatic transmission, for example, is programmed for a more sporting character. It matches revs when the driver chooses to downshift manually, which makes it sound like the driver is a highly-skilled pro. It holds gears more aggressively in manual mode, and it's less likely to shift up to the next gear on its own.
Yet vehicles like the Crosstour are as much about style as rationality, and we imagine that most Accord buyers consider themselves very rational. In the Crosstour's case, the style comes with considerably more cargo capacity than the Accord sedan, but it also costs a lot more. And if cargo capacity rules, Honda has better alternatives: the much less expensive, all-wheel-drive CRV, the Pilot SUV and the Odyssey minivan all offer more carrying capability than the Crosstour.
Across the many Accord trim levels, the ride-handling balance varies over a narrow but distinguishable range. The softest-riding model is the Accord LX, by virtue of the softest suspension settings and 16-inch tires with a larger sidewall. The LX is also the lightest and best balanced model. Not as mellow as the Camry but gentler than much of the competition, the Accord LX handles bad roads with aplomb and basically goes where it's pointed. Electronic stability control helps get it back in line if it's pointed wrong.
The Accord LX stays relatively flat in the corners. It doesn't nosedive under braking, and it remains stable during left-right transitions on a winding road, or working through city clutter. Steering is light, direct, and makes quick work of a U-turn, though there isn't as much feedback about how hard the front tires are working as some Camrys and all Altima models offer.
Accord EX models have slightly firmer suspension calibrations, but most of what you'll notice comes from the lower profile tires on 17-inch wheels: more noise and vibration from lane divider dots, expansion joints, bridge seams, manhole covers. Apart from slightly quicker response to steering and braking commands, the EX is essentially the same easy-going Accord. Trips of any duration are accommodated comfortably, with a nice compromise between the isolated, creamy Camry and the adrenaline-induced Altima. Enthusiast drivers could live happily with an Accord sedan serving as a spouse's daily commuter, or they could opt for a V6 manual coupe.
The Accord Coupe trades a smidge of ride comfort for greater handling precision. Most of the change comes from larger anti-roll bars and lower weight. Tire specifications mirror those on the sedans.
Honda Motor Company is known as one of the world's fine engine manufacturers, and not one of the engines in the Accord line disappoints. Honda is also known for efficiency, and in that regard, every Accord save the Crosstour has gotten more fuel efficient for 2011. Improvements to vehicle aerodynamics, reductions in engine friction and new transmission gear ratios all contribute to higher mileage ratings. Fuel economy ratings for four-cylinder Accords improve by 2 mpg in the city and 3 mpg on the highway, and about 1 mpg for V6 models.
Fuel economy is an EPA City/Highway rating of 23/34 mpg for an Accord sedan with the 5-speed automatic, 23/33 mpg with 5-speed manual. Accord V6 sedans get an EPA-estimated 20/30 mpg. Coupes rate 22/33 mpg with automatic, 23/32 with manual; V6 coupes rate 19/29 with automatic, 17/26 with manual.
The Accord LX's 2.4-liter four-cylinder engine matches Nissan's 2.5-liter for horsepower, if not torque, with less fuss or raucousness. Compared to the Camry's four-cylinder, the Honda delivers a bit more power and (again) a bit less torque. Since the Accord is still relatively trim, its base engine's 177 horsepower is plenty to keep up with the Joneses, whether you choose the manual or automatic. The manual, though, makes for the livelier car.
Accord EX models get the same basic 2.4-liter engine with some minor changes and a higher rev limit, delivering 190 horsepower and besting nearly all the competition with no degradation in fuel economy. With the automatic this engine delivers instant downshifts and response for passing, but it upshifts at full-throttle well before redline. The console-mounted shifter has no manual mode, and the detent between Drive and D3 is soft, so we found ourselves checking the dash indicator to make sure we had selected the most economical choice.
The 5-speed manual requires low clutch effort, and the engine engages smoothly. The shifter offers good action, if not the short, crisp movement of the Civic Si. The manual allows a driver to get the most out of either four-cylinder engine, which will cleanly rev right past the marked redline. That lets a 177-horsepower 2.4 manual keep up with a 190-horsepower 2.4-liter automatic.
Of course, the 190-horsepower 2.4-liter and 5-speed manual are the most entertaining of all four-cylinder models, and this combination will appeal to that segment of the Accord audience that enjoys driving and believes shifting is done with hands and feet, not thumbs. If you don't know whether to choose the 177-horsepower or 190-horsepower version (setting aside trim considerations), ask yourself how often you floor the throttle and run your engine to redline. If the answer lies between never and seldom, then the 177-horsepower four will prove quite satisfactory.
The Accord's optional 3.5-liter V6 is rated 271 horsepower and 254 pound-feet of torque. That's more horsepower than both the Camry and Altima V6 engines (by a nose). The Honda V6 is smooth and quieter than the Altima's, and it has the latest version of Honda's Variable Cylinder Management (VCM) to improve economy.
Like GM and Chrysler systems designed to save gas on big V8s, VCM changes the number of operating cylinders at any given time to save fuel. The Honda V6 can run on six, four or three cylinders, depending on how much power the car needs to do what the driver wants it to do. The system is completely automatic and unnoticeable to the driver except for two things: an Eco light that illuminates on the dash when the system is on, and a slight hunting sensation as it switches back-and-forth between four and three cylinders at certain speeds. You'll need to be paying attention to notice that, however.
Accord coupes offer only the 190-horsepower version of the four-cylinder engine. It, and the V6 in coupes with an automatic, is identical to the engines in the sedan. The V6 used in the coupe with the manual transmission is different. Size and output are the same, but the unique coupe V6 has a different intake system that packs most of the power in the middle of the rpm range, and it eliminates the VCM fuel-saving system. The target buyer isn't springing for the sportiest model to save gas by letting pistons coast along for the ride.
The Accord EX V6 Coupe with manual transmission is the closest successor to Acura's defunct CL Type-S coupe, and it has a character all its own. This is most definitely the raciest car in the Accord line-up. The engine snarls and growls under a heavy foot, the shifter and clutch have more weight behind them, and the 235/45VR18 wheel and tire package adds another level to crispness and handling grip.
Summary
The Honda Accord comes as a four-door sedan, two-door coupe or Crosstour wagon/crossover. All variants are big on efficiency, whether that means getting the most power and range from a gallon of gas, delivering the most interior space for the exterior dimensions or providing the smoothest, quietest ride and highest level of crash protection with the least weight. Accord offers a range of four- and six-cylinder engines, with extra cargo capacity and optional all-wheel-drive in the Crosstour. Every Accord is easy to operate, well-engineered and well-mannered. Moving four people comfortably or enjoying the long way home, any Accord is up to the task.
NewCarTestDrive.com correspondent G.R. Whale filed this report from Santa Monica, California. J.P Vettraino contributed from Detroit.
Model Lineup
Honda Accord LX Sedan ($21,180); LX-S Coupe ($22,780); LX-P Sedan ($22,980); SE Sedan ($23,730) EX Sedan ($24,105); EX Coupe ($24,455); EX V6 Sedan ($27,080); EX-L Coupe ($27,105); EX-L Sedan ($27,355); EX-L V6 Sedan ($29,430); EX-L V6 Coupe ($29,730); Crosstour EX ($29,670); Crosstour EX-L ($32,570).
Assembled In
Marysville, Ohio; East Liberty, Ohio; Sayama, Japan.
Options As Tested
Navigation system with voice recognition and rearview camera ($2,000); Real Time four-wheel drive ($1,450).
Model Tested
Honda Accord Crosstour EX-L ($32,570).
2011 Honda Accord Crosstour Information
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