2018 accord reviews

2018 accord reviews DEFAULT

We have given a 10Best Cars award to the Honda Accord so many times (31, to be exact) that it’s natural to wonder if the hype is real. But if you’ve ever experienced an Accord—and with more than 13 million sold in the United States over its 41-plus-year history, chances are you have—you probably understand what we’ve been talking about all this time. Beyond its vaunted reputation for quality, and even beyond being consistently fun to drive, what has impressed us most about the Accord is how well it has always fulfilled its core mission: to be an affordable, spacious, and comfortable conveyance for people and stuff.

But times are changing. With versatile crossovers like Honda’s own CR-V now prevailing as the practical and rational (read: boring) choice, once-modest mid-size sedans can no longer afford to be wallflowers—not even excellent ones like the Accord. Several of the Honda’s competitors, including the Mazda 6 and even the newest Toyota Camry, have already begun making more emotional appeals to the masses by prioritizing style and driving verve. Is Honda’s new, tenth-generation Accord up for the challenge?

Style and Substance

The new Accord’s more fashionable looks show that Honda designers understand that a solely left-brain approach doesn’t cut it anymore. The previous Accord sedan’s upright greenhouse has given way to a fastback-like roofline, which combines with a pronounced crease just below the beltline to give the car a sinewy, athletic stance (the two-door coupe model is no more). A 2.1-inch-greater wheelbase, on a vehicle that’s actually 0.3 inch shorter overall, allows for tighter front and rear overhangs and makes the new car look considerably longer than before. It’s certainly the most elegant-looking Accord since the sleek, pop-up-headlight model from the late 1980s, and its body thankfully avoids much of the surface excitement that plagues the latest Civic. The front-end styling has proved polarizing among our ranks, but from any other angle, it’s undeniably a handsome piece.

Such an emphasis on appearances typically would result in some functional sacrifices—but not with Honda’s packaging know-how. Rear headroom is reduced by only 0.2 inch thanks to a scooped-out headliner that allows plenty of noggin space even for tall adults, although they may need to duck their heads more than before while getting in. Meanwhile, the 17-cubic-foot trunk is actually one cube larger than that of last year’s Accord. In typical Honda fashion, the view out front is aided by a low cowl; rearward visibility, however, is somewhat compromised by the sharply raked rear window that narrows the driver’s field of view compared with that afforded by the previous Accord’s more traditional three-box shape.

Saving the Manuals

Despite the fact that mid-size sedans with stick shifts have all but disappeared—other than the Mazda 6, all of the Accord’s competitors have dropped their clutch pedals in recent years—Honda is leaning into enthusiasts’ desires by offering a six-speed manual transmission for both of the new Accord’s engine options. They consist of two direct-injected turbocharged four-cylinders, a base 1.5-liter and a 2.0-liter upgrade engine to replace the outgoing car’s V-6. (A replacement for the Accord hybrid goes on sale early next year and will be automatic only.)

Both of the boosted inline-fours are familiar from elsewhere in Honda’s lineup. The 1.5-liter, which makes 192 horsepower and 192 lb-ft of torque in this application, is also found in the Civic and the CR-V, while the 2.0-liter shares its basic architecture with the high-strung four found in the 306-hp Civic Type R. In the Accord, its output is a tamer 252 horsepower, but the 2.0T’s torque peak of 273 lb-ft at 1500 rpm surpasses that of the old Accord’s V-6, which made 252 lb-ft at 4900 rpm. While we’re most excited about the manuals, which are available only on Sport models, the majority of Accords surely will be sold with automatic transmissions—specifically, a continuously variable type for the 1.5-liter and a 10-speed torque-converter unit with the larger engine.

The Accord’s 2.0-liter turbo is so smooth, quiet, and refined that you’d never guess it shares anything with the raucous Type R engine. With either transmission, it pulls strongly enough to help you forget about the defunct V-6, with linear power delivery throughout the rev range and almost no turbo lag. The 10-speed automatic is a willing partner for this flexible engine, with quick and unobtrusive shifts that lend the powertrain a polished character. When paired with the sweet-shifting manual in the Accord Sport, the engine’s isolation is less of a positive, as it lacks some of the thrill and character that the V-6 returned in spades.

The Accord is a mature sports sedan, tranquil and composed when you want it to be but ready and willing to play when asked. With a sense of harmony between the primary controls and a fluidity to the responses of the chassis, the Accord engenders confidence. The steering is a bit too light and short on feel—the Civic’s helm is better in both regards—but the Accord’s more relaxed tuning strikes us as appropriate for this larger car. Exquisitely dialed-in damping strikes a near perfect balance between compliance and tautness, giving the Accord wheel control and impact absorption that shames many cars with luxury badges. Our ear also tells us that the new car’s cabin is more hushed than before.

This sense of polish extends to the 1.5-liter Accord. Although somewhat grainier than the buttery 2.0-liter, the smaller engine is more than up to the task of moving the Accord with enthusiasm. (Honda claims the 1.5T model to be some 115 to 165 pounds lighter than the previous four-cylinder model.) As in the Civic with this powertrain, the turbocharged engine’s broad torque curve meshes well with the CVT, which does a great job seeking out the ideal ratio for quick responses to your right foot without too much annoying droning. Our brief experience with the 1.5T Sport with a manual transmission suggests that this combination forces the driver to work a bit harder for the desired amount of acceleration, although that’s part of the fun of driving a stick shift.

Compared with the 19-inch wheels on the 2.0-liter cars we drove, the 17-inchers on the 1.5-liter EX-L model added another measure of plushness to the ride quality, while the slightly lighter engine up front serves to sharpen turn-in somewhat. The adaptive dampers and their available Sport mode—included in top-level Touring models—seem unnecessary, as the base suspension tune is wholly excellent on its own.

K.I.S.S.

Paradoxically, the new Accord’s cabin is both a return to the simplicity that was once a Honda hallmark and a leap forward in sophistication. A pleasingly minimalist instrument panel greets the driver with clearly marked speedometer and tachometer gauges. In fact, the two instruments are so crisp and similar that it takes a minute to figure out that the tach, on the left, is actually a high-resolution digital display that can show trip-computer, phone, navigation, and audio information in addition to its tachometer mimicry. Strangely, we couldn’t figure out how to call up any sort of digital speedometer, except on Touring models equipped with a head-up display.

Material selection and build quality are top-notch, with nicely grained plastics, soft leather, and even convincing faux-wood trim (just don’t touch, as there’s no texture to match the open-pore appearance). The three climate-control dials that adjust temperature and fan speed remind us of Audi knobs, both in their design and in the way they satisfyingly click through their motions. The front seats are well padded and enveloping, while rear-seat legroom is positively palatial, having benefited from the wheelbase stretch. Stowage space is generous, too, with a deep center console, nicely sized cupholders, and a large bin at the base of the center stack with a USB port and a 12-volt outlet.

We can finally applaud Honda for admitting its mistakes with its infotainment interface. After switching many models over to a frustrating, nearly button-free touchscreen a few years ago, the company has gradually corrected itself, culminating in the new Accord’s easy-to-use and attractive touchscreen. It combines the volume knob first seen on the new CR-V with the redesigned software first implemented on the new Odyssey, while taking the extra step of adding a tuning knob and eight hard buttons flanking the standard 7.0-inch or optional 8.0-inch screen. Although it takes some time to learn the ins and outs of the configurable menu structure, the basic functionality is good, and simple tasks like changing the radio station can be achieved without much distraction from the road. Plus, Apple CarPlay and Android Auto come standard on all but the base Accord LX, if you’d prefer to avoid interacting with Honda’s system as much as possible.

Generously Equipped

If you do end up drawing your eyes away from the road for too long, there are numerous active-safety features to help save your bacon. The Honda Sensing package—composed of key systems such as adaptive cruise control, forward-collision warning, and lane-keeping assist—is now standard on every Accord. Yes, that even includes manual-transmission cars, which must forego only the low-speed-follow functionality of the adaptive cruise control compared with their automatic-equipped brethren.

Other standard features on the base LX include dual-zone automatic climate control, push-button start, a backup camera, and LED headlights and taillights. Moving up the familiar trim-level hierarchy allows buyers to add things such as a power driver’s seat (standard on the Sport); a sunroof, heated front seats, and blind-spot monitoring (standard on EX); leather upholstery (standard on EX-L); and ventilated front seats, rain-sensing wipers, heated rear seats, and the aforementioned adaptive dampers (included on Touring).

The only notable feature missing on the new Accord is automatic stop/start capability, although that omission doesn’t seem to hurt its EPA fuel-economy estimates much, with the 1.5T delivering up to 38 mpg highway, 30 mpg city, and 33 mpg combined (2.0T numbers aren’t available yet). That said, the Honda trails the 2018 Toyota Camry, as the EPA estimates its four-cylinder at up to 41 mpg highway.

Even with its longtime archrival at the top of its game, though, Honda appears to have hit yet another home run. Like nearly all the Accords that came before it, the newest example remains a beautifully engineered, high-quality, and affordable automobile (prices start at $24,445 and run all the way up to $36,675). Only now it’s even more alluring to look at, to drive, and to sit inside. We can’t say what the future will bring for mid-size sedans, but for now the Honda Accord continues to lead the charge.

Specifications

VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan

BASE PRICES: LX, $24,445;
Sport, $26,655;
EX, $28,345;
EX-L, $30,845;
Sport 2.0T, $31,185;
EX-L 2.0T, $32,845;
Touring, $34,675;
Touring 2.0T, $36,675

ENGINE TYPES: turbocharged and intercooled DOHC 16-valve 1.5-liter inline-4, 192 hp, 192 lb-ft; turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 252 hp, 273 lb-ft

TRANSMISSIONS: 6-speed manual, 10-speed automatic with manual shifting mode, continuously variable automatic with manual shifting mode, continuously variable automatic

DIMENSIONS:
Wheelbase: 111.4 in
Length: 192.2 in
Width: 73.3 in Height: 57.1 in
Passenger volume: 103-105 cu ft
Trunk volume: 17 cu ft
Curb weight (C/D est): 3150-3450 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 5.6-6.6 sec
Zero to 100 mph: 13.6-14.6 sec
Standing ¼-mile: 14.2-15.2 sec
Top speed: 125 mph

EPA FUEL ECONOMY (C/D EST):
Combined/city/highway: 28-33/25-30/34-38 mpg


ExpandCollapse

This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io

Sours: https://www.caranddriver.com/reviews/a15079927/2018-honda-accord-first-drive-review/
TRIMOriginal MSRP
Clean Retail Price
?

The MT clean retail price reflects a reasonable asking price by a dealership for a fully reconditioned vehicle (clean title history, no defects, minimal wear) with average mileage.

5-Year Cost to Own / Rating
$23,570Coming Soon$31,089 / Average
$23,570Coming Soon$31,089 / Average
$25,780Coming SoonComing Soon / N.A.
$25,780Coming Soon$34,763 / Poor
$27,470Coming Soon$33,924 / Mediocre
$29,970Coming Soon$36,292 / Mediocre
$30,310Coming Soon$38,172 / Poor
$30,310Coming SoonComing Soon / N.A.
$30,970Coming Soon$36,863 / Mediocre
$31,970Coming Soon$38,835 / Poor
$32,970Coming Soon$39,298 / Poor
$33,800Coming Soon$38,860 / Mediocre
$35,800Coming Soon$41,106 / Poor
FIND THE BEST PRICE

5-Year Cost to Own

$31,089Average

Pros

  • Excellent ride and handling
  • Large trunk
  • Interior feels a class above

Cons

  • Too much road and tire noise
  • Electronic parking brake must be engaged before starting the manual Accord
  • Coupe body style no longer available

Honda Accord Expert Review

Stefan Ogbac

New for 2018

The 2018 Honda Accord is all-new and rides on a new platform with new turbocharged engines and features an updated infotainment system that has volume and tuning knobs. Honda has discontinued the Accord's coupe body style, leaving only the sedan.

Vehicle Summary

The 2018 Honda Accord is a front-drive midsize sedan slotting above the compact Civic. In addition to the 1.5T and 2.0T gas-powered models, there's also a hybrid variant.

Overview

The 2018 Honda Accord is available with two turbocharged four-cylinder engines including a 1.5-liter with 192 hp and 192 lb-ft of torque. The non-hybrid upgrade engine is a 2.0-liter unit with 252 hp and 273 lb-ft. A six-speed manual is available on the Sport trims for both engines. Automatic transmission options include a CVT for the 1.5-liter unit or a 10-speed unit for the more powerful 2.0-liter. The Accord Hybrid returns with an updated version of Honda's two-motor hybrid system that couples a 2.0-liter I-4 to two electric motors and a lithium-ion battery for a total output of 212 hp. Unlike some of its competitors, the Honda Accord Hybrid doesn't utilize a conventional transmission.

EPA fuel economy ratings are 30/38 mpg city/highway for the CVT-equipped 1.5-liter in all trims except Sport and Touring, which get 29/35 mpg Go for the manual transmission on the 1.5T and the ratings are 26/35 mpg. Fuel economy ratings with the both variants of the 2.0-liter and the hybrid haven't been released yet. Trunk space on all variants is 16.7 cubic feet even in the Accord Hybrid, which now has its batteries placed under the rear seats.

The base Accord LX trim comes with, a rearview camera, LED low-beam headlights, cloth upholstery, 17-inch alloy wheels, Bluetooth connectivity, a 7.0-inch screen, and a USB port. Moving up to the Accord EX trim adds a moonroof, remote start, 60/40 split-folding rear seats, Apple CarPlay and Android Auto integration, a larger 8.0-inch touchscreen, heated front seats, an eight-speaker audio system, and keyless entry/start. Accord Sport models get 19-inch alloy-wheels, paddle shifters on CVT-equipped 1.5-liter turbo-four variants, unique exhausts, aluminum pedals, a rear spoiler, LED fog lights, and a leather-wrapped steering wheel.

Moving up to the Accord EX-L trim adds a power operated passenger seat, a 10-speaker audio system, memory function for the driver's seat, a leather-wrapped shift knob, leather upholstery, and an optional navigation system. The range-topping Accord Touring grade adds 19-inch alloy wheels, a head-up display, adaptive dampers, full LED headlights, ventilated and heated front seats, wireless charging, heated rear seats, and parking sensors.

Safety

The NHTSA and IIHS haven't crash tested the 2018 Honda Accord. Standard on all models is the Honda Sensing active safety suite that includes forward collision warning, automatic emergency braking, lane departure warning, lane keeping assist, road departure mitigation, traffic sign recognition, and adaptive cruise control. A driver attention monitor, blind-spot warning, and rear cross-traffic alert are also available on certain trim levels.

What We Think

In a 2018 comparison test against the new Toyota Camry, the 1.5-liter-equipped Accord handily won because of its sophisticated interior design, spacious interior, intuitive multimedia system, and superior powertrain. Although it needs slightly more throttle input than the Camry's 2.5-liter I-4, the Accord's turbocharged 1.5-liter accelerates in a more linear fashion and the CVT operates seamlessly without much droning. The Accord's chassis is more responsive, giving it better cornering capabilities and minimal body roll. However, there's excessive tire noise in the Accord and on less-than-perfect roads, it jostles around more.

In a 2018 First Test, we noted that when the midsize sedan is equipped with the optional 2.0-liter turbo-four, the Accord offers strong acceleration, making it slightly quicker than its V-6-powered predecessor. The optional manual transmission, however, lacks the precision found in more sporting Hondas like the Civic Si and Type R. We were impressed with the Touring model, which comes with adaptive dampers and features excellent handling and responsiveness. Road noise, on the other hand, continues to be an issue in the Accord. The interior is a class above with high-quality materials everywhere.

Cool Fact

The Honda Accord's optional 2.0-liter turbo-four is closely related to the 306-hp unit found in the high-performance Civic Type R.

Key Competitors

Sours: https://www.motortrend.com/cars/honda/accord/2018/
  1. Optimal quest guide
  2. Craftsman automotive tools
  3. City of longmont
  4. Bowflex dumbbells price
  5. Youtube fela kuti

Wrap-Up

It's not every day that a staffer marches into the Car and Driver newsroom and declares, "Someone should buy that car." Well, actually, it is every day that this happens. But usually the car in question is touted in a bad-idea Craigslist ad that contains a phrase such as "started last time I tried it," "needs some TLC," or "nearly complete." This time, the words sprang from the lips of C/D's director of vehicle testing, Dave VanderWerp, who had just taken a farewell spin in our long-term Honda Accord. And it's a good idea.

The Accord joined our fleet in April 2018, fresh off its 32nd 10Best win and redesigned and reengineered for its 10th generation. Its pedigree meant our expectations were high, and our EX-L model charmed us right away. The optional 252-hp turbocharged 2.0-liter inline-four did more than its fair share of the wooing (though we're fans of the 192-hp 1.5-liter and the hybrid, too), as did the creamy leather seats and the newly user-friendly infotainment system. Honda offers a manual transmission as a no-cost option on Sport-trim models with either nonhybrid four-cylinder engine, and we're glad it does. But after much gnashing of teeth and some thrown chairs, we paired our 2.0T with the 10-speed automatic because it's the transmission most customers will choose. And because our last long-term Accord had a stick. Don't worry, we conducted a ritual burning of some Save the Manuals! bumper stickers in the parking lot as penance. Add $1000 for navigation, $514 for parking sensors, a $300 wireless charging pad, and a pair of rear-seat USB ports for $120, and our Accord rang in at $34,799.

On its first trip to the test track, the Accord proved that it is not your typical family sedan when it ran from zero to 60 mph in 5.7 seconds and made the quarter-mile in 14.3 seconds at 100 mph. With Hankook all-season tires wrapped around the Accord's 17-inch wheels, skidpad grip and braking from 70 mph were more average, at 0.86 g and 183 feet, respectively. When we tested it again after 40,000 miles, the Accord was 0.4 second quicker to 60 mph and through the quarter-mile—breaking into the 13s in the latter measure, a remarkable achievement for a family sedan. It also came to a stop from 70 mph 17 feet shorter on the same rubber.

Between tests, the Honda racked up effusive logbook praise. Our staff universally admired its tight handling and well-controlled ride, and we soon settled into an average fuel economy of 30 mpg, though it dipped to 29 mpg in the last quarter of our test. After a trip to Chicago, online editor Alexander Stoklosa said the Accord was "crushingly impressive," though he also called it "normcore," surely not the label that the designers of the 10th-gen Accord's prominent schnoz were hoping for. Associate online editor Joey Capparella wrote that the car was "a near-ideal cruiser" after a visit to Nashville. And months later, he doubled down, calling it "basically a perfect vehicle," evidence that the Accord inspires lasting love and not just infatuation.

Of course, as professional nitpickers, we found a few weak spots in the Accord's armor. The suite of active safety systems, standard on every trim, was one of the first features to draw our ire. The lane-keeping, road-departure-mitigation, and adaptive-cruise-control systems were largely above reproach, but Honda's collision-avoidance system was not friendly to the tailgaters on staff. Follow the car ahead even a little too closely and a bright warning pops up on the instrument panel telling the driver to "BRAKE." This is, of course, accompanied by loud beeping. You can turn the system off via a button to the left of the steering wheel, but you'll lose the benefit of the collision-avoidance system, so stay vigilant.

Senior online consumer editor Rich Ceppos, a man with a lifetime of racing experience, surprised many when he complained about the Accord having too much power. "It burns rubber all the time," he wrote in the logbook, "even when you don't want it to. I think this misbehavior will be very annoying, if not unnerving, for average consumers who buy a 2.0T." While the more childish among us might have wanted to shush him, we couldn't disagree when Ceppos wished for a limited-slip differential to solve the problem. There's always a chance that this is part of Honda's strategy to court would-be Si buyers who have aged out of Civic ownership.

Other gripes were mostly isolated to the Accord's aluminum hood, which fluttered and flapped at highway speeds, and the 10-speed, which doled out harsh one-two shifts for about 15,000 miles before finally smoothing out. Honda said that roughness from the transmission was unexpected, but we weren't alone in this observation. One reader emailed us shortly after the purchase of his own new Accord to ask when he could expect the car's shifts to even out.

Three months into the Accord's stint, a rock cracked the windshield, resulting in a $1131 charge for a new piece of glass and recalibration of the windshield-mounted camera that informs the Accord's various active safety systems. That bill stung, but it was the Accord's only unscheduled stop.

Most of these peeves were registered within the first 15,000 miles of our Accord stewardship, and try as we might, we never came up with more. Instead, the Accord became a favorite road-trip companion and a popular choice for weeknight commutes. Its 17-cubic-foot trunk and nearly flat-folding rear seats helped assistant online editor Daniel Golson transport the contents of his childhood bedroom from Massachusetts to Michigan. Ceppos used it as a support car at GingerMan Raceway's 2018 edition of the 24 Hours of LeMons. And art assistant Austin Irwin piloted the car to Arizona as the miles counted down on our test. In other long-termers, trips like those resulted in pages-long screeds about the failures, large and small, of the vehicle in question. Not in the Accord. This car does whatever you ask of it. Want a comfortable cruise down the highway? Done. Take a detour to some curvier roads and lean in? The Accord is right there with you. Its sharp steering and just-firm-enough suspension make the car feel poised when pushed well past the point where its competition starts to stumble.

Honda didn't have to make the Accord this good. The ninth-generation model was already leagues better than its competition, and as American automakers pull out of the sedan segment, there's more pie for the Japanese and Korean companies to split. Toyota was in the midst of redesigning the Camry, set to launch around the same time as the Accord, and so you might argue that's why Honda worked to make this car so superlative. But we don't buy that. Making the Accord this good is just what Honda does. There's a reason it made the 10Best Cars list again this year, for the 33rd time.

Confident handling and off-the-line quickness are enough to win an enthusiast's heart, but the Accord's interior is icing on the cake. The cabin is just as well sorted as the chassis, with materials that compare favorably with those found in entry-level luxury cars (though our white-leather seats were showing signs of wear by the end of our test). And you'll find more passenger space in the back of the Accord than you will in almost any other mid-size sedan. As technical director Eric Tingwall put it, "This is what disaffected 3-series owners should be buying."

It won't inspire badge envy, but our Accord cost thousands less than an entry-level BMW 3-series despite being nearly as quick and providing a plusher and more spacious interior. It's all substance, no gimmick. For people who love driving but need a reasonably priced car that can easily fit four passengers and their suitcases, the Accord is the best choice out there. And we're not just saying that. When our test was over, one staffer took VanderWerp's advice and purchased the Accord to add to her personal fleet.

Rants & Raves

"I love the fluidity and refinement of all the primary controls—the sense of precision puts many luxury cars to shame." —Joey Capparella

"The steering wheel is amazing." —Alexander Stoklosa

"Try as I might, I can't find fault in the Accord." —Drew Dorian

"Honda's shift buttons are just dumb." —Mike Sutton

"Low-speed light-throttle shifts are often muddled and not smooth. The Odyssey's 10-speed (which is the same trans) is much better under the same conditions. Why?" —Dave VanderWerp

"The engine's note is whiny, pretty much its only negative aspect." —Rich Ceppos

"Why is there no handle to close the trunk?"—Daniel Golson

"The hood flutters quite obnoxiously at idle and also at highway speeds." —Dave VanderWerp

"I would ask my wife to drive this, but she thinks it looks like an old person's Buick." —K.C. Colwell

"The front-passenger's-seat control came off as I adjusted the seat, but it popped back on easily." —Daniel Golson

"Paddle shifting is not smooth, and the car needs more sound insulation." —Juli Burke

"This really is the perfect everyday car." —Carolyn Pavia-Rauchman

Specifications

Specifications

VEHICLE TYPE
front-engine, front-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED
$34,799 (base price: $32,865)

ENGINE TYPE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection

Displacement
122 cu in, 1996 cc
Power
252 hp @ 6500 rpm
Torque
273 lb-ft @ 1500 rpm

TRANSMISSION
10-speed automatic with manual shifting mode

CHASSIS
Suspension (F/R): struts/multilink
Brakes (F/R): 12.3-in vented disc/11.1-in disc
Tires: Hankook Kinergy GT, 225/50R-17 94V M+S

DIMENSIONS
Wheelbase: 111.4 in 
Length: 192.2 in 
Width: 73.3 in
Height: 57.1 in
Passenger volume: 103 cu ft 
Trunk volume: 17 cu ft
Curb weight: 3312 lb

PERFORMANCE (40,000 MILES)
Zero to 60 mph: 5.3 sec
Zero to 100 mph: 12.7 sec
Zero to 120 mph: 19.0 sec
Rolling start, 5–60 mph: 5.9 sec
Top gear, 30–50 mph: 3.1 sec
Top gear, 50–70 mph: 4.2 sec
Standing ¼-mile: 13.9 sec @ 104 mph
Top speed (governor limited): 123 mph
Braking, 70–0 mph: 166 ft
Roadholding, 300-ft-dia skidpad*: 0.86 g
*stability-control-inhibited

PERFORMANCE (NEW)
Zero to 60 mph: 5.7 sec
Zero to 100 mph: 14.3 sec
Zero to 120 mph: 21.6 sec
Rolling start, 5–60 mph: 6.4 sec
Top gear, 30–50 mph: 3.3 sec
Top gear, 50–70 mph: 4.1 sec
Standing ¼-mile: 14.3 sec @ 100 mph
Top speed (governor limited): 123 mph
Braking, 70–0 mph: 183 ft
Roadholding, 300-ft-dia skidpad*: 0.86 g
*stability-control-inhibited

C/D
FUEL ECONOMY
Observed: 29 mpg
Unscheduled oil additions: 0 qt

EPA FUEL ECONOMY
Combined/city/highway: 27/23/34 mpg

WARRANTY
3 years/36,000 miles bumper to bumper;
5 years/60,000 miles powertrain;
5 years/unlimited miles corrosion protection;
3 years/36,000 miles roadside assistance

DOWNLOAD FINAL TEST SHEET

DOWNLOAD INITIAL TEST SHEET

ExpandCollapse


30,000-Mile Update

It's rare for the word "perfect" to appear in the logbooks of one of our long-term vehicles, let alone as frequently as it does in our current Honda Accord's. Yet since our last update at nearly 22,000 miles, that descriptor has appeared three times. We've also called the Honda "phenomenal" and "the best." If you've been keeping up with our Accord's journey and this is all starting to sound very familiar, well, sorry. Excellence is often uninteresting.

Still, after almost a year in our care the Accord has earned a complaint or two, with a common offender being its suite of active-safety systems: The forward-collision warning system is often too quick to call for a slowdown in traffic when it wrongly senses an impending crash; the lane-keeping system causes the steering wheel to wobble disconcertingly as it alerts drivers to an approaching lane line; and swerving to avoid pot holes—part of the daily slog in wintry Michigan—can confuse the car's driver-drowsiness monitoring system. Overly intrusive driver aids are hardly unique to Honda or the Accord. Yet some manufacturers, such as Volvo and Mercedes-Benz, have calibrated their systems to be less reactionary and therefore more tolerable in everyday driving.

But our frustrations with the Accord's hyperactive warning systems haven't stopped us from taking it on long trips, where the comfortable seats and good fuel economy at (and slightly above) highway speeds make it a favorite travel companion. Its stellar reliability is a factor, too. Not only has the Accord never left us stranded, but it hasn't required any unscheduled service since a rock splintered its windshield last summer. Its last scheduled visit to the dealer at a little more than 30,000 miles netted us an oil change, a tire rotation, and new cabin and engine air filters for $185.

Unworried by potential electrical or mechanical gremlins that could interrupt our vacations, we've recently pedaled the Accord to and from Pennsylvania, Chicago, Wisconsin, and New England, as well as to our usual haunts in western and northern Michigan. On one of those trips, a staffer fit the contents of his childhood bedroom (plus some luggage) in the back for the drive home, proving that compact crossovers aren't the only useful vehicles in this price range.

Because the Accord is so capable and so skilled at blending its commuting and highway hauling duties, it's easy to forget just how fun it can be to drive. But in moments of levity, we're still devotees of this family sedan's athletic chassis, powerful engine, and easy, accurate handling. This fresh test of an old favorite hasn't brought many surprises, but that's exactly what we were hoping for. The 10th-generation Accord has improved by leaps and bounds in some ways—none of us has shed a tear at the passing of the previous model's infotainment system—and stayed the same in most of the ways that matter. So as the odometer ticks on toward the end of this 40,000-mile test, we're trying to tune out the beeping of the Accord's electronic nannies and focus on enjoying one of the most versatile and affordable driver's cars on the market.

Months in Fleet: 11 months Current Mileage: 35,783 miles
Average Fuel Economy:
30 mpg
Fuel Tank Size:
14.8 gal Observed Fuel Range: 440 miles
Service:$435 Normal Wear: $0 Repair: $0
Damage and Destruction:
$1131


20,000-Mile Update

WHAT WE LIKE: Pretty much everything. The latest Honda Accord continues to earn praise for its impeccable highway manners, stately interior, and casual athleticism. It also continues to return impressive fuel economy (we're still averaging 30 mpg) despite being powered by the lineup's most powerful engine, a peppy 252-hp turbocharged inline-four. After a weekend jaunt to Toronto, assistant buyer's guide editor Drew Dorian pronounced it "spacious, comfortable, quiet, and refined." The Honda's prowess as an all-rounder is what keeps us praising it year after year, generation after generation, and we're glad to see that this most recent overhaul hasn't drastically changed the character of this versatile sedan.

WHAT WE DON’T LIKE: Our assessment of the Accord is overwhelmingly positive so far, but a few complaints have cropped up as we cross the halfway mark in our journey. The push-button gear selectors for the 10-speed automatic transmission haven't earned any fans, and we wish there was a grab handle inside the trunklid so that we could close the trunk without having to touch the grubby outside sheetmetal. The good news is that complaints of harsh shifts in the lower gears have evaporated, so we're hoping for smooth sailing ahead despite some small user-experience gripes.

WHAT WENT WRONG: Since replacing the Accord's windshield in July, we've made only two scheduled stops when the onboard computer called for service at the dealership. Both visits included oil and filter changes, with the first costing us $79 and the second including a thorough inspection and a software update for the rear camera under warranty for a total of $171. At about 14,500 miles, an erroneous warning from the tire-pressure monitoring system popped up in the gauge cluster, but resetting the system via the information screen's settings menu seems to have resolved the problem, which has not recurred.

WHERE WE WENT: The Accord has made two trips to Kentucky, two trips to Canada, and two more to western Michigan since our last update. The holiday season is sure to add more destinations to the Accord's list, and if past performance is any indication of future results, those miles will be blissfully trouble-free.

Months in Fleet: 7 months Current Mileage: 21,777 miles
Average Fuel Economy: 30 mpg
Fuel Tank Size: 14.8 gal Observed Fuel Range: 440 miles
Service: $250 Normal Wear: $0 Repair:$0
Damage and Destruction: $1131


10,000-Mile Update

WHAT WE LIKE: Although this may sound familiar, the Honda Accord is just really, really good. Even after 10,000 miles and four months in the fleet, logbook comments remain overwhelmingly positive. Associate online editor Joseph Capparella deemed the Accord "a near-ideal cruiser" after a trip to Nashville, during which he saw an indicated 35 mpg on the highway (to date, our Accord, equipped with the available turbocharged 2.0-liter inline-four and 10-speed automatic, has averaged 30 mpg overall). The car is comfortable and quiet, and with plenty of space in the trunk and ample power for highway passing, it's one of the best in our fleet for long trips. Buyer's Guide senior editor Rich Ceppos used the lane-keeping system to cruise down I-94 hands-free (for 15-second intervals, anyway), which is either a sign of the impending driving apocalypse or good news for fatigued road trippers.

WHAT WE DON'T LIKE: There is little of substance that we don't like about this car, but as in any happy relationship, small annoyances crop up over time. Chief among them is that the automatic transmission's upshifts into second gear can be unusually rough, especially under hard acceleration. We'd hoped the 10-speed automatic's one-two upshifts would smooth out over time, but we're now well past the break-in period, so it's clear the problem won't resolve itself. Honda assures us that this is not a known issue with 10-speed Accords, so we're sending our car in for a diagnosis. With any luck, there will be one less mark in the cons column at our next update. Our only other significant issue has to do with the Accord's forward-collision-warning system, which beeps and lights up a red "BRAKE" message on the instrument cluster under a variety of circumstances entirely consistent with normal driving and wholly inconsistent with the imminent threat of crashing. Of course, it's better to be safe than sorry, but the Accord's hypersensitive warnings have made us both.

WHAT WENT WRONG: Despite so little having gone wrong during our test, we've spent quite a lot of money on repairs. A rock demolished the windshield at around 7000 miles, and the replacement cost a whopping $1011. New glass installed, we took the Accord to the dealer to recalibrate the car's camera-based safety systems, which are mounted below the rearview mirror, at a cost of another $120. (With the increased popularity of active-safety systems, you can expect similar repair bills for simple fixes like a windshield replacement no matter which brand you buy, thanks to the delicate hardware behind or right next to that glass.) Otherwise, the Accord's only trip to the dealer was for its first scheduled oil-change service at 10,000 miles. That was $79.

WHERE WE WENT: The Accord's polished highway manners have made it a popular choice for the summer driving season, and it served us well during trips to Nashville, upstate New York, Kentucky, Chicago, and western Michigan. The return of fall weather means it'll likely stay closer to home during the coming months, but something tells us the Accord will be just as good at commuter duty as it is at everything else.

Months in Fleet: 4 months Current Mileage: 14,099 miles
Average Fuel Economy: 30 mpg
Fuel Tank Size: 14.8 gal Observed Fuel Range: 440 miles
Service: $79 Normal Wear: $0 Repair: $0
Damage and Destruction: $1131


Introduction

Honda’s long-running Accord family sedan has been named to our 10Best Cars list dozens of times. During this barely broken, decades-long streak, the Accord has regularly earned a place on our list of favorites while facing challenges from a long list of sports cars, luxury sedans, hot hatches, and more—virtually every new car since the mid-1980s. The Accord is uncommonly well executed and surprisingly driver-friendly in a segment where that’s not often the case. That much has not changed in the last 30-plus years. What has changed? For 2018, nearly everything else.

The Accord was completely redesigned this year, with two new engines, a sharp new look, and—mercifully—a reimagined infotainment system. The Toyota Camry, the Accord’s perennial rival, also entered a new generation in 2018, and a fresh Nissan Altima is on the way. The powertrain shake-up and newly compelling competition meant the time was ripe for a long-term test of our favorite sedan.

Playing to type, we chose the most powerful of the Accord’s new engines, a 252-hp turbocharged 2.0-liter, which replaces the outgoing 3.5-liter V-6. Playing against type, we also selected the new 10-speed automatic, which will afford us the opportunity to test the transmission that most 2.0-liter buyers will choose, although that decision has already drawn whining from staffers who miss the engagement of Honda’s excellent six-speed manual. (The 2.0-liter and the manual can be paired in the Sport trim.) The EPA estimates the Sport 2.0T at 22 mpg in the city and 32 mpg on the highway with either transmission. Our car’s powertrain is rated at 23/34 mpg city/highway; so far, we’ve recorded 28 mpg over the first 4000-some miles. During its initial track test, our long-termer was 0.4 second quicker to 60 mph than a 2.0-liter manual we previously tested.

Our car’s cushy, second-from-the-top EX-L trim should help keep other complaints to a minimum; heated leather front seats, a 10-speaker audio system, and Honda’s new 8.0-inch touchscreen infotainment system (now with a volume knob) all come standard. We added parking sensors for $514, a wireless charging pad for $300, and an extra pair of USB ports for $120, bringing the total price to $34,799. That feels like a bargain for a car with an elegant and useful interior, bold exterior design, and an engine that is more than capable of pulling away from the pack.

Expectations are high for this Accord, which has received a warm welcome at our Ann Arbor office, racking up miles in short order. But that doesn’t mean we’re not ready to give criticism where it is due. Nearly every logbook comment so far has called out the 10-speed for faltering and stumbling between first, second, and third gears, especially when attempting to navigate a low-speed crawl. Two drivers have also noted hood fluttering at highway speeds—it seems to be made from thinner sheetmetal in order to keep weight down and fuel economy up—and another preemptively complained that the cream-colored interior is unlikely to stand up to the constant stream of kids, pets, and unruly passengers that pass through Car and Driver’s long-term test cars.

Quibbles and qualms aside, one thing remains certain: In the face of much stronger competition, the Accord needs to bring its A-game. Its responsive handling, exceptionally well-controlled ride, and cavernous interior spaces make the Accord truly versatile and enjoyable to drive—so far. We’ll see how we feel when 40,000 miles are in the books.

Months in Fleet: 2 months Current Mileage: 4364 miles
Average Fuel Economy: 28 mpg
Fuel Tank Size: 14.8 gal Fuel Range: 410 miles
Service: $0 Normal Wear: $0 Repair: $0

Specifications

Specifications

VEHICLE TYPE
front-engine, front-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED
$34,799 (base price: $32,865)

ENGINE TYPE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection

Displacement
122 cu in, 1996 cc
Power
252 hp @ 6500 rpm
Torque
273 lb-ft @ 1500 rpm

TRANSMISSION
10-speed automatic with manual shifting mode

CHASSIS
Suspension (F/R): struts/multilink
Brakes (F/R): 12.3-in vented disc/11.1-in disc
Tires: Hankook Kinergy GT, 225/50R-17 94V M+S

DIMENSIONS
Wheelbase: 111.4 in 
Length: 192.2 in 
Width: 73.3 in
Height: 57.1 in
Passenger volume: 103 cu ft 
Trunk volume: 17 cu ft
Curb weight: 3312 lb

PERFORMANCE (40,000 MILES)
Zero to 60 mph: 5.3 sec
Zero to 100 mph: 12.7 sec
Zero to 120 mph: 19.0 sec
Rolling start, 5–60 mph: 5.9 sec
Top gear, 30–50 mph: 3.1 sec
Top gear, 50–70 mph: 4.2 sec
Standing ¼-mile: 13.9 sec @ 104 mph
Top speed (governor limited): 123 mph
Braking, 70–0 mph: 166 ft
Roadholding, 300-ft-dia skidpad*: 0.86 g
*stability-control-inhibited

PERFORMANCE (NEW)
Zero to 60 mph: 5.7 sec
Zero to 100 mph: 14.3 sec
Zero to 120 mph: 21.6 sec
Rolling start, 5–60 mph: 6.4 sec
Top gear, 30–50 mph: 3.3 sec
Top gear, 50–70 mph: 4.1 sec
Standing ¼-mile: 14.3 sec @ 100 mph
Top speed (governor limited): 123 mph
Braking, 70–0 mph: 183 ft
Roadholding, 300-ft-dia skidpad*: 0.86 g
*stability-control-inhibited

C/D
FUEL ECONOMY
Observed: 29 mpg
Unscheduled oil additions: 0 qt

EPA FUEL ECONOMY
Combined/city/highway: 27/23/34 mpg

WARRANTY
3 years/36,000 miles bumper to bumper;
5 years/60,000 miles powertrain;
5 years/unlimited miles corrosion protection;
3 years/36,000 miles roadside assistance

DOWNLOAD FINAL TEST SHEET

DOWNLOAD INITIAL TEST SHEET

ExpandCollapse

This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io

Sours: https://www.caranddriver.com/reviews/a25348777/2018-honda-accord-reliability-maintenance/

Before she could finish, she grabbed my hand and dragged towards the women's toilet. As soon as we were inside, she pushed. Me into the booth, and this happened so unexpectedly that I immediately plopped my booty on the toilet, since it was closed, and Svetka slammed the door behind her and closed the latch.

What are you doing. I asked with a small smile.

Accord reviews 2018

And I silently poured myself half a glass of vodka and also drank in silence in one gulp - the test was not easy for me, after all, in first time. While Nikolai was washing off my wife's secretions in his soul, I looked at my faithful one - I had never seen such a swollen pussy like hers now.

"Well, why are you looking at her. Did you like it?" - I heard a slightly hoarse voice of my wife.

2018 Honda Accord - Review and Road Test

I smoked and watched the raped guy dress and leave the toilet with his tormentors. This is how the intermission turned out. The strap-on looked menacing. Twenty centimeters in length and about five in diameter, all black, he had a bewitching effect on Vlad.

Similar news:

After her shift, she is ready to go with us. What did you offer her to suck you off. Fuck it. Masha frowned, well, if she really wants to, let him come to our room tomorrow evening. But.



2433 2434 2435 2436 2437