2011 Honda Accord Expert Review:Autoblog
"It's the journalist special." That phrase, coined by our own senior editor, quite accurately sums up our initial impression of the Honda Accord Coupe EX-L V6 w/Navi 6MT (breathe). The Accord may be one of the best-selling cars in America, but we'll bet our bottom dollar that only a very, very small percent of the already meager coupe sales are made up of expensive EX-L Navi models fitted with the manual transmission. But give or take a few nitpicky options, this is the way we'd spec our own Accord Coupe if asked to.
Sure, it may seem that Honda outfitted this car just for us, but as we found out in our week-long test, there are plenty of reasons to like the two-door Accord. It's like vanilla ice cream with chocolate syrup on top – the safe, reliable, trusty Accord underpinnings with an extra helping of sweet stuff. Honda knows it isn't going to move many two-doors equipped like this, but we think potential Accord Coupe buyers would be wise to check out the V6/manual package. Follow the jump to find out why.
Photos by Steven J. Ewing / Copyright ©2010 Weblogs, Inc.
In creating the coupe, Honda made a lot of aesthetic improvements to the Accord beyond simply lobbing off the two rear doors. New fascias front and rear add a healthy dose of sex appeal to the Accord body, and the handsome ten-spoke wheels of our top-trim test car nicely round off the package. We wish Honda would adopt this design language for the more popular sedan, but we understand the automaker's conservative approach in styling the high-selling four-door. In the land of Camry and Altima, non-offensive design goes a long way to attract the widest range of consumers. Still, we're happy that Honda opted for the Express catalog rather than the Sears catalog when picking out the Accord Coupe's clothes. Smaller headlamps and the rakish rear end go a long way in transforming the coupe into a more upscale-looking machine. It's simply sharp.
The biggest accomplishment of the sleeker design is that it does a good job of masking the Accord Coupe's relatively large proportions while still managing to be much more stylish than its stablemates. At 190.9 inches long, 72.8 inches wide and 56.4 inches tall, the coupe is only slightly larger than its closest competitor, the Nissan Altima Coupe, and if we're judging, the Honda barely wins the beauty contest.
So while the exterior styling gets a thumbs-up, the Accord's cabin still gives us mixed feelings. Without a doubt, Honda makes some of the most buttoned-down, well-built interiors on the market, but we had a hard time warming up to the obtrusive center stack awash with buttons and knobs. Our tester came equipped with Honda's navigation system, which uses a relatively large screen set back into the dash with all of the functional bits laid out on the center stack. We won't dispute the fact that everything is clearly labeled and nicely crafted, but we found ourselves in hunt-and-peck mode while searching for audio controls and HVAC switches. We got used to the layout after a couple of sessions, but in a time when more and more automakers are switching to cleaner, simpler center stack layouts, it's sort of odd to see Honda sticking to such a cluttered design.
Ergonomics aside, the Accord Coupe's cockpit is a relatively pleasant place to spend time in. It sports a modern design and loaded-up models like our EX-L tester get the full kit of optional goodies. The heated leather seats are comfortable and supportive with good bolstering for both our backs and butts, and the high-tech-looking dash is nicely complemented by the integration of a six-disc CD changer, Bluetooth connectivity, MP3 and auxiliary cable inputs, a premium sound system with seven speakers and dual-zone climate control. Really, this car is more Acura CL than Honda Accord, and consumers looking for a coupe with relatively luxurious appointments won't be put off by the nameplate – assuming you can get over the smorgasbord of buttons, anyway.
Honda offers two engine choices for the Accord Coupe. Base models use a relatively efficient and powerful 2.4-liter inline-four, and higher-end models (our tester) benefit from a 3.5-liter V6 that produces 271 horsepower at 6,200 rpm and 251 pound-feet of torque at 5,000 rpm. Honda has never been known for producing mills that unload gobs of twist in the low end of the rev range, but we're still relatively impressed with the output of the bent-six. Power delivery is very linear with no abrupt jolts of oomph at different rev points in each gear, but you'll find yourself downshifting to achieve the requisite thrust for jaunts from 40 to 70 miles per hour. Fuel economy for the V6 is rated at 17/25 miles per gallon (city/highway), but we only managed about 21 during our drive. It's certainly nothing to write home about, but it's par for the class.
Our test car's six-speed manual transmission made us eager to move around between the gears. Much like Honda's interior quality, the automaker never ceases to impress with its do-it-yourself gearboxes, even in the larger Accord. Throws from one gear to the next are shorter than you'd think, and with a nicely weighted clutch pedal, gear engagement is reassuringly solid and surprisingly sporty. It's a slick stick that's easy to operate and engaging to use, and anyone who values driver involvement should skip the five-speed automatic when going over the options list.
Beyond the fantastic transmission, Honda has done a bit of work to dial in more suspension feedback than you'd find in the sedan. In addition to the larger 235/45 Michelin Pilot tires encompassing 18-inch alloy wheels (17s are the largest available on the four-door), both the front and rear stabilizer bars are larger on the coupe, and the end result is an Accord that's slightly more agile through the bends. Yes, there's still body roll that occurs during higher-speed cornering, but we attribute this to the fact that 99.9 percent of Accord Coupe buyers aren't looking for something that's dynamically brilliant. Still, the Accord will deliver when hustled, and the end result is greater dynamics than you'll find in an Altima Coupe.
The Accord Coupe's steering further strengthens its dynamic feel. Turn-in is sharp with immediate feedback from the front wheels, and the sensation of precision and agility doesn't lighten up as you work your way through the Accord's 2.48 turns lock-to-lock. We've said it before, but proper steering feel is one of the most crucial sense points in a car's overall relationship with the driver, and the Accord Coupe certainly delivers.
But when you're shopping for cars in the $30,000 range, there are plenty of options that are better steers than the Accord. A Ford Mustang, Hyundai Genesis Coupe or Nissan 370Z will deliver a whole lot more in the way of enjoyment, but Honda isn't trying to compete with these rear-wheel-drive back-road stars. Instead, the automaker is more focused on creating a car that provides ample amounts of luxury without being a complete snoozer on the road. Our loaded-up tester rang in at $32,015 (including the $710 destination charge), and while it might seem like a relatively hefty price to pay for something that wears an Accord badge, it seems like a pretty fair amount to shell out for something so nicely appointed. By contrast, a similarly equipped Altima Coupe will cost just slightly more, and it isn't nearly as good to drive or live with as the Honda.
The Accord Coupe fits into an odd segment within the marketplace. Sure, everyone knows the Accord name, but seldom know that a two-door variant exists. And with more functional, practical choices available in the $30,000 range, it's easy to see why the two-door Accord is overlooked. We'd be lying if we said that the Accord Coupe was one of our top five choices in its price range, but it isn't because we don't like it – it's just that, as enthusiasts, better options are available. But for the small amount of people who actually go out and pick one up, they won't be disappointed. It may be vanilla, but it's still ice cream.
Photos by Steven J. Ewing / Copyright ©2010 Weblogs, Inc.
New Car Test Drive
Fresh styling for sedans and coupes plus new Crosstour model.
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.
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.
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.
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.
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.
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.
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).
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).
Honda Accord Crosstour EX-L ($32,570).
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