2013 Honda Accord
09-11-12, 08:13 PM
#421
Lexus Test Driver
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Accords always look better on paper and in magazine reviews than they do in the real world. But I did see an GS F-Sport the other day on the road and have to say I wasn't particularly impressed. Looked a little tacky. Now BMW 535i M-Sports really turn my head. Those just look "right" to me.
09-11-12, 08:19 PM
#422
Accords always look better on paper and in magazine reviews than they do in the real world. But I did see an GS F-Sport the other day on the road and have to say I wasn't particularly impressed. Looked a little tacky. Now BMW 535i M-Sports really turn my head. Those just look "right" to me.
09-12-12, 04:25 AM
#423
vs Altima
Inside Line tests hundreds of vehicles a year. Cars, trucks, SUVs, we run them all, and the numbers always tell a story. With that in mind we present "IL Track Tested," a quick rundown of all the data we collect at the track, along with comments direct from the test drivers. Enjoy.
The 2013 Honda Accord has a monumental task ahead of it. The past few years have not been kind to Honda and this 8th and newest iteration of the Accord needs to prove to the American public that Honda is focused on building capable, high-quality cars again.
It also needs to sell in big numbers, and the 1st vehicle it needs to leapfrog is the Nissan Altima.
For 2013 the Nissan Altima got a full redesign. The already athletic Altima shed 80 pounds and got Nissan's next-generation CVT that allows for better acceleration and improved fuel economy.
The Altima has always been the driver's choice in the midsize sedan segment, but can the 2013 Honda Accord EX-L V6 with less weight, a 6-speed automatic, a new front suspension and 7 more horsepower pull off an upset?
2013 Honda Accord 2013 Nissan Altima
0-30 (sec.): 2.5 2.8
0-45 (sec.): 4.1 4.3
0-60 (sec.): 6.1 6.2
0-60 with 1-ft Rollout (sec.): 5.7 5.9
0-75 (sec.): 8.6 8.6
1/4-mile (sec @ mph): 14.3 @ 98.1 14.4 @ 100.1
30-0 (ft): 33 28
60-0 (ft): 128 114
Skid Pad Lateral Accel (g): 0.82 0.86
Slalom: 63.5 66.6
0-30 (sec.): 2.5 2.8
0-45 (sec.): 4.1 4.3
0-60 (sec.): 6.1 6.2
0-60 with 1-ft Rollout (sec.): 5.7 5.9
0-75 (sec.): 8.6 8.6
1/4-mile (sec @ mph): 14.3 @ 98.1 14.4 @ 100.1
30-0 (ft): 33 28
60-0 (ft): 128 114
Skid Pad Lateral Accel (g): 0.82 0.86
Slalom: 63.5 66.6
Vehicle: 2013 Honda Accord EX-L V6
Date: 8-28-2012
Driver: Chris Walton
Price: $32,860 (as tested)
Specifications:
Drive Type: Front engine, front-wheel drive
Transmission Type: 6-speed automatic
Engine Type: Naturally aspirated, port-injected V6
Displacement (cc/cu-in): 3,471/212
Redline (rpm): 6,750
Horsepower (hp @ rpm): 278 @ 6,200
Torque (lb-ft @ rpm): 252 @ 4,900
Brake Type (front): 11.5-inch ventilated disc with single-piston sliding caliper
Brake Type (rear): 11.1-inch solid disc with single-piston sliding caliper
Suspension Type (front): Independent MacPherson struts, coil springs, twin-tube dampers, stabilizer bar
Suspension Type (rear): Independent multilink, coil springs, twin-tube dampers, stabilizer bar
Tire Size (front): 215/55R17 94V
Tire Size (rear): 215/55R17 94V
Tire Brand: Michelin
Tire Model: Primacy MxM4
Tire Type: All-season, low rolling resistance
As-Tested Curb Weight (lb): 3,531
Test Results:
Acceleration
0-30 (sec): 2.5 (2.7 w/ TC on)
0-45 (sec): 4.1 (4.3 w/ TC on)
0-60 (sec): 6.1 (6.3 w/ TC on)
0-60 with 1-ft Rollout (sec): 5.7 (5.9 w/ TC on)
0-75 (sec): 8.6 (8.8 w/ TC on)
1/4-Mile (sec @ mph): 14.3 @ 98.1 (14.4 @ 98.2 w/ TC on)
Braking
30-0 (ft): 33
60-0 (ft): 128
Handling
Slalom (mph): 63.5 (62.7 w/TC off)
Skid Pad Lateral Acceleration (g): 0.82 (0.81 w/TC on)
Db @ Idle: 39.1
Db @ Full Throttle: 74.4
Db @ 70-mph Cruise: 61.9
RPM @ 70: 2,000
Comments:
Acceleration: Effective traction control and pretty darned quick upshifts — even in default Drive and whack the throttle to the floor. I only managed to beat this by a couple tenths with Trac off and modest pedal overlap. Upshifts are smooth and quick, right at redline. Unlike a droning Nissan VQ V6, this V6 sounds pretty snarly, sophisticated and sporty.
Braking: More dive than I had expected, and as with most Hondas, the 1st stop is much shorter than the remaining runs. After that 1st, optimal stop, normal distance-creep and a little bit of odor, but no smoke or loss of pedal pressure.
Handling:
Skid pad: Tires limit the car's ability here, too. It mattered little if ESC was on or off, as the tires began to howl (loudly) at essentially the same limit. Steering heft is on the light side, but it still manages to relay information well. It's very precise and doesn't scream "EPS." It's electric-assist steering, but done right.
Slalom: The Accord feels much faster in the slalom than it actually is, and as has been the case for some time now, its tires cannot cash the check written by its otherwise willing chassis. It's fun and willing, and there's even a tendency to oversteer with ESC shut off. And while that's all fun stuff, it's not the fastest way through. Best run was slow in/fast out, saving the slide for the exit gate. ESC is loud, but quick-acting and not a total buzzkill. It quickly does its corrections and then goes away.
Vehicle: 2013 Nissan Altima 3.5 SL
Date: 5-01-2012
Driver: Mike Monticello
Price: $32,620 (as tested)
Specifications:
Drive Type: Front engine, front-wheel drive
Transmission Type: CVT
Engine Type: Naturally aspirated, port-injected V6
Displacement (cc/cu-in): 3,498/213
Redline (rpm): 6,600
Horsepower (hp @ rpm): 270 @ 6,000
Torque (lb-ft @ rpm): 258 @ 4,400
Brake Type (front): 11.7-inch ventilated disc with single-piston sliding caliper
Brake Type (rear): 11.5-inch solid disc with single-piston sliding caliper
Suspension Type (front): Independent MacPherson struts, coil springs, twin-tube dampers, stabilizer bar
Suspension Type (rear): Independent multilink, coil springs, twin-tube dampers, stabilizer bar
Tire Size (front): 235/45R18 (94V)
Tire Size (rear): 235/45R18 (94V)
Tire Brand: Dunlop
Tire Model: SP Sport
Tire Type: All-season
As Tested Curb Weight (lb): 3,358
Test Results:
Acceleration
0-30 (sec): 2.8 (2.8 w/ TC on)
0-45 (sec): 4.3 (4.3 w/ TC on)
0-60 (sec): 6.2 (6.2 w/ TC on)
0-60 with 1-ft Rollout (sec): 5.9 (5.8 w/ TC on)
0-75 (sec): 8.6 (8.6 w/ TC on)
1/4-Mile (sec @ mph): 14.4 @ 100.1 (14.3 @ 99.8 w/ TC on)
Braking
30-0 (ft): 28
60-0 (ft): 114
Handling
Slalom (mph): 66.6 (64.0 w/TC off)
Skid Pad Lateral Acceleration (g): 0.86 (0.86 w/TC on)
Db @ Idle: 38.1
Db @ Full Throttle: 72.4
Db @ 70-mph Cruise: 60.6
RPM @ 70: 1,750
Comments:
Acceleration: Was difficult to match the original ESC-on run. The extra wheelspin with traction control turned off seemed to freak the system out, causing it to hesitate slightly at 3,200 rpm. But this Altima is quick, with an instant surge of power off the line, then almost immediately pegging the tach at 6,800 rpm. The normal Drive transmission mode proved quicker than D Sport or Manual. "Manual" shifting is via steering-column-mounted paddles.
Braking: Firm pedal with short travel. Not too much nosedive and only a tiny bit of side-to-side squirm. Distances got a bit longer throughout. 1st stop was 115 feet. Shortest was 2nd stop at 114 feet. Longest was 7th (and final) stop at 123 feet.
Handling:
Skid pad: Very willing to alter line with drop-throttle, which was entertaining. It felt like the Active Understeer Control was cutting in during ESC-on runs, braking the inside front wheel. The throttle was also cut slightly with ESC on, but right foot control was still required, as the amount of intervention wasn't overly intrusive.
Slalom: Responsive steering with good feedback. Well-damped suspension, decent grip from the tires. Ran the CVT in "3rd gear" in Manual mode, which was nice to have the ability to hold the rpm at a certain level. ESC cannot be fully defeated, but its limits in "Off" mode are pretty high and only really a factor when powering out at slalom exit.
The manufacturer provided Edmunds this vehicle for the purposes of evaluation.
09-12-12, 05:48 AM
#424
vs Camry
1st Place: 2013 Honda Accord EX
The Accord is once again the epitome of good taste in the 4-cylinder midsize sedan class. It's quicker, more fuel-efficient and overall more enjoyable to drive than the Toyota, and it has a nicer cabin to boot.
2nd Place: 2012 Toyota Camry LE
We won't stop you from buying a Camry, especially if you like a compliant ride. But its automatic transmission isn't as responsive as Honda's CVT, and its interior belongs to a lower income bracket.
We switch to a different coffee shop the same week that we drive the 2013 Honda Accord EX and 2012 Toyota Camry LE. Our new place serves up double ristretto espressos for the same price as the single shots at our old watering hole, and we swear the foamed milk is denser and more flavorful.The Accord is once again the epitome of good taste in the 4-cylinder midsize sedan class. It's quicker, more fuel-efficient and overall more enjoyable to drive than the Toyota, and it has a nicer cabin to boot.
2nd Place: 2012 Toyota Camry LE
We won't stop you from buying a Camry, especially if you like a compliant ride. But its automatic transmission isn't as responsive as Honda's CVT, and its interior belongs to a lower income bracket.
In reality, of course, we're patronizing 2 coffee chains that are serving up pretty much the same product. Likewise, Honda and Toyota are trying to sell you, me, your dad, your boss's niece and 300,000 other people similar family cars for a similar price.
As in our latte, though, it's the details in these midsize sedans that matter. Subtle things that an ordinary person might overlook are everything to a car guy with a commute.
Honda made dozens of small improvements to the Accord for 2013, and in our full test, we found that they really changed the car for the better. But we already own a 2012 Toyota Camry and enjoy driving it to work. Although we suspect these family sedans may still be the same cup of Folgers, we won't know for sure without a head-to-head taste test.
So You Want To Spend $25,000
Your typical midsize sedan shopper envisions spending $25,000 before tax. That target necessitates a 4-cylinder engine rather than a V6, and some self control when optioning the car.
Our 2013 Honda Accord EX has no extras other than a continuously variable transmission (CVT), an $800 option over the standard 6-speed manual gearbox, resulting in a total price with destination of $26,195.
That's $320 more than the 2012 Accord EX from our last midsize sedan comparison test ($25,875) and there are more amenities here. Finally, we can make a hands-free call without an aftermarket earpiece, plus we can start the car with the key fob in our pocket (yes, it has a keyless ignition). We don't mind the standard back-up camera, either, even with the Accord's good sight lines, and having another tiny camera on the passenger-side mirror to help us check our blind spot is useful, too.
Tracking down a 2012 Toyota Camry (the 2013 model isn't out yet) that matches the 2013 Accord EX's equipment list proves to be a fool's errand, however. Actually, such a car does exist — it would be an SE model with the optional Convenience package, moonroof, power driver seat and floor mats, and a theoretical price tag of $26,755. Toyota doesn't have such a car to lend us, though, and our own navigation-equipped Camry SE is too expensive ($28,658). Instead, we settle on a Camry LE with the power driver seat ($440) and an as-tested price of $23,925. We would have taken a moonroof ($915) and 17-inch alloy wheels ($799), but it isn't to be.
Apart from its lack of cameras, though, the Camry LE has you covered in the key areas. True, there's no dual-zone climate control like there is in the Accord (as Toyota limits this luxury to the XLE model), but our interpersonal relationship with a significant other perseveres nevertheless, as we are able to negotiate a mutually acceptable fan speed with our better half. We don't have the Honda's trial XM subscription or Pandora integration either, but we can still stream Bluetooth audio or hook up to the Camry's USB port. Poor man's AM radio comes in fine in both cabins, though Dodgers announcer Vin Scully sounds more lifelike through the Accord's speakers.
1 Is Quicker and More Efficient
Usually, our friends chuckle when we start describing the adequate acceleration of 4-cylinder midsize sedans.
Nevertheless, there's plenty going on between the 2013 Honda Accord and 2012 Toyota Camry. See, Honda has replaced its usual automatic with a CVT. But you won't dread this 1. Oh, the revs climb when we floor the throttle on the on-ramps, but as soon as we lift, our desired speed achieved, the engine rpm drops back without the usual CVT springiness as if we've just gotten an upshift from a conventional automatic. Also, Honda's new direct-injected, 2.4-liter 4-cylinder has a smooth power delivery, and although its sound is unmemorable, it's not unpleasant.
And while this Honda Accord EX is only rated at 185 horsepower — 5 fewer horses than the last EX we tested — it feels stronger. Torque is the reason, as the 2013 EX's inline-4 is rated at 181 pound-feet at 3,900 rpm versus 162 lb-ft at 4,400 rpm for the 2012 version. This makes the 2013 Accord 1 of the quickest 4-cylinder models in the class (non-turbocharged) with its 7.8-second 0-60-mph time and quarter-mile of 15.8 seconds at 91.2 mph.
Meanwhile, the Camry's 178-hp, port-injected 2.5-liter engine provides more off-the-line grunt in spite of its lower torque rating of 170 lb-ft at 4,100 rpm. But move out for a pass on the freeway or some back road and the 6-speed automatic makes you wait around for downshifts. This is a well-tuned automatic, mind you, but it's up against Honda's unexpectedly good CVT, which is quicker at processing requests. The Camry LE reaches 60 mph in 8.4 seconds (8.0 with a foot of rollout as on a drag strip) and the quarter-mile in 16.1 seconds at 88.2 mph.
Honda has also gained the upper hand in fuel economy, as the 2013 Accord has a 30 mpg combined EPA rating to the Camry's 28 mpg combined rating. During our comparison test, the Accord averaged 26.3 mpg to the Camry's 24.9.
You Care About Handling
Handling still matters in a front-drive midsize sedan — if only because a well-damped ride and good steering feel will keep you from dozing off mid-commute.
And if that's the goal, the 2013 Honda Accord EX is the car to get. It's highly controlled as it goes down the freeway, and should you end up on a road with a bunch of turns, the Honda is actually kind of fun. Its new electric power steering might initially catch you off-guard with its light effort, but soon you realize the steering action is precise and also surprisingly informative.
In contrast, the Camry LE's electric steering isn't particularly accurate and has little to say. This is also true of our long-term Camry's steering, but our SE is otherwise amenable to cornering. Not so with this LE, which has a softer suspension calibration and smaller, all-season P205/65R16 Firestone Affinity Touring S4 tires. The car is slow to change heading and generally unhappy when the road isn't straight.
Slalom and skid pad performance reflect these differences. The 2013 Accord goes through the slalom at an impressive 65.5 mph, while the Camry is down at 61.0 mph. For reference, a 4-cylinder Camry SE goes through the cones at 65 mph even. On the skid pad, the Accord manages 0.83g on its 215/55R17 Michelin Primacy MXV4 tires, while the Camry LE tops out at 0.77g.
Braking is a wash. The Toyota has a firmer pedal, which we like, but its 129-foot 60-0-mph stopping distance is long for this class. So is the Accord's 128-foot braking distance.
If you're fanatical about ride comfort, you'll prefer the Camry LE, which is noticeably more compliant than the Accord and our Camry SE. Like its predecessor, the Accord EX rides smoothly, but there's a firmness that your dad might not like. Cabin noise levels are comparable, as the Accord registers 62.0 decibels at 70 mph versus 62.5 in the Camry.
Same Cabin, Different Interior Decorators
On a functional level, the 2013 Honda Accord and 2012 Toyota Camry are equally good. They have the same wheelbase and track, and their passenger volume and trunk capacity are within 1 cubic foot of each other. They even have the same size gas tank. So if you're looking for gobs of rear legroom or an easy car seat installation, they've both got you covered.
Yet we'd rather sit in the 2013 Accord EX. Honda paid more attention to interior materials and design (particularly the center stack) in this latest redesign, and the result is a genuinely upscale ambience, even in a working man's Accord with cloth seats. The Honda's driver seat is better shaped and more supportive, too.
There's nothing seriously flawed about the Camry's design, but as in our SE, the mix of materials feels disjointed and some of the plastics aren't up to snuff for this class. The touchscreen audio interface isn't as slick, either, and we wish there were external AM and FM buttons for switching between sources.
A Matter of Taste
"Most automakers would kill for a car to feel this good at the beginning of its life cycle, and the Accord is at the end."
We wrote that in the logbook during our last midsize sedan comparison. And yes, the 2012 Accord was a good car. It handled well, its huge backseat accommodated 6-footers no questions asked, and its handsome, relaxed-fit sheet metal had a timeless appeal. But it was also slow for its class, and its drab interior had too few amenities to keep you busy during long commutes. So it didn't win that test.
Now the Honda Accord is back at the beginning, and it wins this test easily. As usual, it's the total package that makes this car special. The new 4-cylinder engine and CVT work incredibly well together, providing usable performance and a real-world improvement in fuel consumption. Honda also improved the look and feel of the cabin, while adding the tech features that have become important in this class. In the midst of checking all those boxes, company executives didn't lose sight of details like handling and steering feel — key ingredients in the character of Accords past and present.
Next to the Accord, the 2012 Toyota Camry LE is down on flavor. It's every bit as useful as the Honda on the inside, but on the road, it's slower and wholly uninterested in doing anything other than taking you to work in comfort. For some, that's enough, especially given this LE model's competitive price tag.
But we'll pay a bit more for the 2013 Honda Accord's tastier brew. For the moment, it's the car to have in the 4-cylinder midsize sedan class.
The manufacturers provided Edmunds these vehicles for the purposes of evaluation.
Vehicle
Year Make Model 2013 Honda Accord EX 4dr Sedan (2.4L 4cyl CVT)
Vehicle Type FWD 4dr 5-passenger Sedan
Base MSRP $26,195
As-tested MSRP $26,195
Assembly location Marysville, Ohio
Drivetrain
Configuration Transverse, front-engine, front-wheel drive
Engine type Naturally aspirated, direct-injected inline-4, gasoline
Displacement (cc/cu-in) 2,354/144
Block/head material Aluminum/aluminum
Valvetrain DOHC, 4 valves per cylinder, variable intake-valve timing and lift
Compression ratio (x:1) 11.1
Redline, indicated (rpm) 6,800
Horsepower (hp @ rpm) 185 @ 6,400
Torque (lb-ft @ rpm) 181 @ 3,900
Fuel type Regular unleaded
Transmission type Pulley-regulated continuously variable transmission with console shifter with sport/competition modes
Transmission ratios (x:1) 4.123 - 0.631
Final-drive ratio (x:1) 3.238
Differential(s) Open
Chassis
Suspension, front Independent MacPherson struts, coil springs, stabilizer bar
Suspension, rear Independent multilink, coil springs, stabilizer bar
Steering type Electric-assist rack-and-pinion steering
Steering ratio (x:1) 13.23
Tire make and model Michelin Primacy MXV4
Tire type All-season front and rear
Tire size, front 215/55R17
Tire size, rear 215/55R17
Wheel size 17-by-7.5 inches front and rear
Wheel material Aluminum
Brakes, front 11.5-inch 1-piece ventilated rotors with single-piston sliding calipers
Brakes, rear 11.1-inch 1-piece rotors with single-piston sliding calipers
Track Test Results
Acceleration, 0-30 mph (sec.) 3.4
0-45 mph (sec.) 5.3
0-60 mph (sec.) 7.8
0-60 with 1 foot of rollout (sec.) 7.5
0-75 mph (sec.) 11.1
1/4-mile (sec. @ mph) 15.8 @ 91.2
0-30 mph, trac ON (sec.) 3.5
0-45 mph, trac ON (sec.) 5.4
0-60 mph, trac ON (sec.) 7.9
0-60, trac ON with 1 foot of rollout (sec.) 7.5
0-75 mph, trac ON (sec.) 11.2
1/4-mile, trac ON (sec. @ mph) 15.8 @ 91.2
Braking, 30-0 mph (ft.) 32
60-0 mph (ft.) 128
Slalom, 6 x 100 ft. (mph) 65.2
Slalom, 6 x 100 ft. (mph) ESC ON 65.5
Skid pad, 200-ft. diameter (lateral g) 0.81
Skid pad, 200-ft. diameter (lateral g) ESC ON 0.83
Sound level @ idle (dB) 40.2
@ Full throttle (dB) 70.2
@ 70 mph cruise (dB) 62.0
Engine speed @ 70 mph (rpm) 2,000
Test Driver Ratings & Comments
Acceleration comments Best launch with no brake torque. Feels weak off the line, but quickly makes the most of the new engine's power. Still, there's typical CVT behavior at WOT.
Braking comments Soft pedal. Lots of ABS noise and feedback. Some lateral wander. Not the best in its class in this test, but distance is OK.
Handling comments Skid pad: Light steering effort is obvious here, but steering still offers enough feedback to prudently guide the car. Good visibility makes placing it easy. Won't rotate off throttle, but what midsize sedan will? Slalom: Certainly not a sports car, but quite good for the segment. Feels light and changes directions readily. Excellent ESC tuning allows for rapid transitions without punishing driver.
Testing Conditions
Test date 8/28/2012
Elevation (ft.) 1,121
Temperature (°F) 84.3
Relative humidity (%) 23.7
Barometric pressure (in. Hg) 28.7
Wind (mph, direction) 1.0, Tail/cross
Odometer (mi.) 1,377
Fuel used for test 87-octane gasoline
As-tested tire pressures, f/r (psi) 32/32
Fuel Consumption
EPA fuel economy (mpg) 27 city/36 highway/30 combined
Edmunds observed (mpg) 26.3
Fuel tank capacity (U.S. gal.) 17.2
Audio and Advanced Technology
Stereo description 160-watt, 6 speaker AM/FM/CD with WMA/MP3 audio system
iPod/digital media compatibility Standard iPod via USB jack, standard aux jack
Rear seat video and entertainment Not available
Bluetooth phone connectivity Standard
Smart entry/Start Standard ignition and doors
Parking aids Standard back-up camera
Blind-spot detection Standard right-side camera (LaneWatch)
Dimensions & Capacities
Curb weight, mfr. claim (lbs.) 3,192 (LX trim)
Curb weight, as tested (lbs.) 3,320
Weight distribution, as tested, f/r (%) 61/39
Length (in.) 191.4
Width (in.) 72.8
Height (in.) 57.7
Wheelbase (in.) 109.3
Track, front (in.) 62.8
Track, rear (in.) 62.7
Legroom, front (in.) 42.5
Legroom, rear (in.) 38.5
Headroom, front (in.) 39.1
Headroom, rear (in.) 37.5
Shoulder room, front (in.) 58.6
Shoulder room, rear (in.) 56.5
Seating capacity 5
Trunk volume (cu-ft) 15.8
Warranty
Bumper-to-bumper 3 years/36,000 miles
Powertrain 5 years/60,000 miles
Corrosion 5 years/unlimited mileage
Roadside assistance Available for purchase via Honda Care contract
Year Make Model 2013 Honda Accord EX 4dr Sedan (2.4L 4cyl CVT)
Vehicle Type FWD 4dr 5-passenger Sedan
Base MSRP $26,195
As-tested MSRP $26,195
Assembly location Marysville, Ohio
Drivetrain
Configuration Transverse, front-engine, front-wheel drive
Engine type Naturally aspirated, direct-injected inline-4, gasoline
Displacement (cc/cu-in) 2,354/144
Block/head material Aluminum/aluminum
Valvetrain DOHC, 4 valves per cylinder, variable intake-valve timing and lift
Compression ratio (x:1) 11.1
Redline, indicated (rpm) 6,800
Horsepower (hp @ rpm) 185 @ 6,400
Torque (lb-ft @ rpm) 181 @ 3,900
Fuel type Regular unleaded
Transmission type Pulley-regulated continuously variable transmission with console shifter with sport/competition modes
Transmission ratios (x:1) 4.123 - 0.631
Final-drive ratio (x:1) 3.238
Differential(s) Open
Chassis
Suspension, front Independent MacPherson struts, coil springs, stabilizer bar
Suspension, rear Independent multilink, coil springs, stabilizer bar
Steering type Electric-assist rack-and-pinion steering
Steering ratio (x:1) 13.23
Tire make and model Michelin Primacy MXV4
Tire type All-season front and rear
Tire size, front 215/55R17
Tire size, rear 215/55R17
Wheel size 17-by-7.5 inches front and rear
Wheel material Aluminum
Brakes, front 11.5-inch 1-piece ventilated rotors with single-piston sliding calipers
Brakes, rear 11.1-inch 1-piece rotors with single-piston sliding calipers
Track Test Results
Acceleration, 0-30 mph (sec.) 3.4
0-45 mph (sec.) 5.3
0-60 mph (sec.) 7.8
0-60 with 1 foot of rollout (sec.) 7.5
0-75 mph (sec.) 11.1
1/4-mile (sec. @ mph) 15.8 @ 91.2
0-30 mph, trac ON (sec.) 3.5
0-45 mph, trac ON (sec.) 5.4
0-60 mph, trac ON (sec.) 7.9
0-60, trac ON with 1 foot of rollout (sec.) 7.5
0-75 mph, trac ON (sec.) 11.2
1/4-mile, trac ON (sec. @ mph) 15.8 @ 91.2
Braking, 30-0 mph (ft.) 32
60-0 mph (ft.) 128
Slalom, 6 x 100 ft. (mph) 65.2
Slalom, 6 x 100 ft. (mph) ESC ON 65.5
Skid pad, 200-ft. diameter (lateral g) 0.81
Skid pad, 200-ft. diameter (lateral g) ESC ON 0.83
Sound level @ idle (dB) 40.2
@ Full throttle (dB) 70.2
@ 70 mph cruise (dB) 62.0
Engine speed @ 70 mph (rpm) 2,000
Test Driver Ratings & Comments
Acceleration comments Best launch with no brake torque. Feels weak off the line, but quickly makes the most of the new engine's power. Still, there's typical CVT behavior at WOT.
Braking comments Soft pedal. Lots of ABS noise and feedback. Some lateral wander. Not the best in its class in this test, but distance is OK.
Handling comments Skid pad: Light steering effort is obvious here, but steering still offers enough feedback to prudently guide the car. Good visibility makes placing it easy. Won't rotate off throttle, but what midsize sedan will? Slalom: Certainly not a sports car, but quite good for the segment. Feels light and changes directions readily. Excellent ESC tuning allows for rapid transitions without punishing driver.
Testing Conditions
Test date 8/28/2012
Elevation (ft.) 1,121
Temperature (°F) 84.3
Relative humidity (%) 23.7
Barometric pressure (in. Hg) 28.7
Wind (mph, direction) 1.0, Tail/cross
Odometer (mi.) 1,377
Fuel used for test 87-octane gasoline
As-tested tire pressures, f/r (psi) 32/32
Fuel Consumption
EPA fuel economy (mpg) 27 city/36 highway/30 combined
Edmunds observed (mpg) 26.3
Fuel tank capacity (U.S. gal.) 17.2
Audio and Advanced Technology
Stereo description 160-watt, 6 speaker AM/FM/CD with WMA/MP3 audio system
iPod/digital media compatibility Standard iPod via USB jack, standard aux jack
Rear seat video and entertainment Not available
Bluetooth phone connectivity Standard
Smart entry/Start Standard ignition and doors
Parking aids Standard back-up camera
Blind-spot detection Standard right-side camera (LaneWatch)
Dimensions & Capacities
Curb weight, mfr. claim (lbs.) 3,192 (LX trim)
Curb weight, as tested (lbs.) 3,320
Weight distribution, as tested, f/r (%) 61/39
Length (in.) 191.4
Width (in.) 72.8
Height (in.) 57.7
Wheelbase (in.) 109.3
Track, front (in.) 62.8
Track, rear (in.) 62.7
Legroom, front (in.) 42.5
Legroom, rear (in.) 38.5
Headroom, front (in.) 39.1
Headroom, rear (in.) 37.5
Shoulder room, front (in.) 58.6
Shoulder room, rear (in.) 56.5
Seating capacity 5
Trunk volume (cu-ft) 15.8
Warranty
Bumper-to-bumper 3 years/36,000 miles
Powertrain 5 years/60,000 miles
Corrosion 5 years/unlimited mileage
Roadside assistance Available for purchase via Honda Care contract
Last edited by GS69; 09-12-12 at 06:00 AM.
09-12-12, 10:20 AM
#426
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Accords always look better on paper and in magazine reviews than they do in the real world. But I did see an GS F-Sport the other day on the road and have to say I wasn't particularly impressed. Looked a little tacky. Now BMW 535i M-Sports really turn my head. Those just look "right" to me.
09-12-12, 11:13 AM
#429
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2013 Honda Accord EX-L V6 vs. 2013 Nissan Altima 3.5 SL Track Test
Inside Line tests hundreds of vehicles a year. Cars, trucks, SUVs, we run them all, and the numbers always tell a story. With that in mind we present "IL Track Tested," a quick rundown of all the data we collect at the track, along with comments direct from the test drivers. Enjoy.
The 2013 Honda Accord has a monumental task ahead of it. The past few years have not been kind to Honda and this eighth and newest iteration of the Accord needs to prove to the American public that Honda is focused on building capable, high-quality cars again.
It also needs to sell in big numbers, and the first vehicle it needs to leapfrog is the Nissan Altima.
For 2013 the Nissan Altima got a full redesign. The already athletic Altima shed 80 pounds and got Nissan's next-generation CVT that allows for better acceleration and improved fuel economy.
The Altima has always been the driver's choice in the midsize sedan segment, but can the 2013 Honda Accord EX-L V6 with less weight, a six-speed automatic, a new front suspension and 7 more horsepower pull off an upset?
ACCORD
Comments:
Acceleration: Effective traction control and pretty darned quick upshifts — even in default Drive and whack the throttle to the floor. I only managed to beat this by a couple tenths with Trac off and modest pedal overlap. Upshifts are smooth and quick, right at redline. Unlike a droning Nissan VQ V6, this V6 sounds pretty snarly, sophisticated and sporty.
Braking: More dive than I had expected, and as with most Hondas, the first stop is much shorter than the remaining runs. After that first, optimal stop, normal distance-creep and a little bit of odor, but no smoke or loss of pedal pressure.
Handling:
Skid pad: Tires limit the car's ability here, too. It mattered little if ESC was on or off, as the tires began to howl (loudly) at essentially the same limit. Steering heft is on the light side, but it still manages to relay information well. It's very precise and doesn't scream "EPS." It's electric-assist steering, but done right.
Slalom: The Accord feels much faster in the slalom than it actually is, and as has been the case for some time now, its tires cannot cash the check written by its otherwise willing chassis. It's fun and willing, and there's even a tendency to oversteer with ESC shut off. And while that's all fun stuff, it's not the fastest way through. Best run was slow in/fast out, saving the slide for the exit gate. ESC is loud, but quick-acting and not a total buzzkill. It quickly does its corrections and then goes away.
ALTIMA
Comments:
Acceleration: Was difficult to match the original ESC-on run. The extra wheelspin with traction control turned off seemed to freak the system out, causing it to hesitate slightly at 3,200 rpm. But this Altima is quick, with an instant surge of power off the line, then almost immediately pegging the tach at 6,800 rpm. The normal Drive transmission mode proved quicker than D Sport or Manual. "Manual" shifting is via steering-column-mounted paddles.
Braking: Firm pedal with short travel. Not too much nosedive and only a tiny bit of side-to-side squirm. Distances got a bit longer throughout. First stop was 115 feet. Shortest was second stop at 114 feet. Longest was seventh (and final) stop at 123 feet.
Handling:
Skid pad: Very willing to alter line with drop-throttle, which was entertaining. It felt like the Active Understeer Control was cutting in during ESC-on runs, braking the inside front wheel. The throttle was also cut slightly with ESC on, but right foot control was still required, as the amount of intervention wasn't overly intrusive.
Slalom: Responsive steering with good feedback. Well-damped suspension, decent grip from the tires. Ran the CVT in "3rd gear" in Manual mode, which was nice to have the ability to hold the rpm at a certain level. ESC cannot be fully defeated, but its limits in "Off" mode are pretty high and only really a factor when powering out at slalom exit.
The manufacturer provided Edmunds this vehicle for the purposes of evaluation.
(See link for track numbers)
http://www.insideline.com/honda/acco...rack-test.html
Interesting that the Altima is also quieter both at idle and WOT.
Inside Line tests hundreds of vehicles a year. Cars, trucks, SUVs, we run them all, and the numbers always tell a story. With that in mind we present "IL Track Tested," a quick rundown of all the data we collect at the track, along with comments direct from the test drivers. Enjoy.
The 2013 Honda Accord has a monumental task ahead of it. The past few years have not been kind to Honda and this eighth and newest iteration of the Accord needs to prove to the American public that Honda is focused on building capable, high-quality cars again.
It also needs to sell in big numbers, and the first vehicle it needs to leapfrog is the Nissan Altima.
For 2013 the Nissan Altima got a full redesign. The already athletic Altima shed 80 pounds and got Nissan's next-generation CVT that allows for better acceleration and improved fuel economy.
The Altima has always been the driver's choice in the midsize sedan segment, but can the 2013 Honda Accord EX-L V6 with less weight, a six-speed automatic, a new front suspension and 7 more horsepower pull off an upset?
ACCORD
Comments:
Acceleration: Effective traction control and pretty darned quick upshifts — even in default Drive and whack the throttle to the floor. I only managed to beat this by a couple tenths with Trac off and modest pedal overlap. Upshifts are smooth and quick, right at redline. Unlike a droning Nissan VQ V6, this V6 sounds pretty snarly, sophisticated and sporty.
Braking: More dive than I had expected, and as with most Hondas, the first stop is much shorter than the remaining runs. After that first, optimal stop, normal distance-creep and a little bit of odor, but no smoke or loss of pedal pressure.
Handling:
Skid pad: Tires limit the car's ability here, too. It mattered little if ESC was on or off, as the tires began to howl (loudly) at essentially the same limit. Steering heft is on the light side, but it still manages to relay information well. It's very precise and doesn't scream "EPS." It's electric-assist steering, but done right.
Slalom: The Accord feels much faster in the slalom than it actually is, and as has been the case for some time now, its tires cannot cash the check written by its otherwise willing chassis. It's fun and willing, and there's even a tendency to oversteer with ESC shut off. And while that's all fun stuff, it's not the fastest way through. Best run was slow in/fast out, saving the slide for the exit gate. ESC is loud, but quick-acting and not a total buzzkill. It quickly does its corrections and then goes away.
ALTIMA
Comments:
Acceleration: Was difficult to match the original ESC-on run. The extra wheelspin with traction control turned off seemed to freak the system out, causing it to hesitate slightly at 3,200 rpm. But this Altima is quick, with an instant surge of power off the line, then almost immediately pegging the tach at 6,800 rpm. The normal Drive transmission mode proved quicker than D Sport or Manual. "Manual" shifting is via steering-column-mounted paddles.
Braking: Firm pedal with short travel. Not too much nosedive and only a tiny bit of side-to-side squirm. Distances got a bit longer throughout. First stop was 115 feet. Shortest was second stop at 114 feet. Longest was seventh (and final) stop at 123 feet.
Handling:
Skid pad: Very willing to alter line with drop-throttle, which was entertaining. It felt like the Active Understeer Control was cutting in during ESC-on runs, braking the inside front wheel. The throttle was also cut slightly with ESC on, but right foot control was still required, as the amount of intervention wasn't overly intrusive.
Slalom: Responsive steering with good feedback. Well-damped suspension, decent grip from the tires. Ran the CVT in "3rd gear" in Manual mode, which was nice to have the ability to hold the rpm at a certain level. ESC cannot be fully defeated, but its limits in "Off" mode are pretty high and only really a factor when powering out at slalom exit.
The manufacturer provided Edmunds this vehicle for the purposes of evaluation.
(See link for track numbers)
http://www.insideline.com/honda/acco...rack-test.html
Interesting that the Altima is also quieter both at idle and WOT.
Last edited by speedflex; 09-12-12 at 12:41 PM.
09-12-12, 10:50 PM
#432
Lexus Test Driver
The more I read about the new Accord, the more impressed I am. Based on looks and style alone, the above Camry looks silly in the Honda's presence. Camry has little flare going for it, while the Accord makes due with snazzy alloy wheels, push button start, and LED DRL's and rears. Camry sits on cheap and ugly wheel covers, odd lobster claw taillights, and homely front end styling. Dash and center stack of the Honda also flow, while the Toyota's is sectioned and pieced together. These differences are quite apparent at a quick glance.
I am very happy Honda is back on their game with this car. It only took a decade (!).
I am very happy Honda is back on their game with this car. It only took a decade (!).
09-13-12, 07:31 AM
#433
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The more I read about the new Accord, the more impressed I am. Based on looks and style alone, the above Camry looks silly in the Honda's presence. Camry has little flare going for it, while the Accord makes due with snazzy alloy wheels, push button start, and LED DRL's and rears. Camry sits on cheap and ugly wheel covers, odd lobster claw taillights, and homely front end styling. Dash and center stack of the Honda also flow, while the Toyota's is sectioned and pieced together. These differences are quite apparent at a quick glance.
I am very happy Honda is back on their game with this car. It only took a decade (!).
I am very happy Honda is back on their game with this car. It only took a decade (!).
09-13-12, 08:57 AM
#434
Lexus Fanatic
iTrader: (20)
that insideline comparison of 4 cyl accord LX to 4 cyl camry LE was dead on perfect. 
i agree the accord is better and higher quality looking inside and out than the camry.
on interior i especially agreed with this:
i agree the accord is better and higher quality looking inside and out than the camry.
on interior i especially agreed with this:
Honda paid more attention to interior materials and design (particularly the center stack) in this latest redesign, and the result is a genuinely upscale ambience, even in a working man's Accord with cloth seats. The Honda's driver seat is better shaped and more supportive, too.
There's nothing seriously flawed about the Camry's design, but as in our SE, the mix of materials feels disjointed and some of the plastics aren't up to snuff for this class. The touchscreen audio interface isn't as slick, either, and we wish there were external AM and FM buttons for switching between sources.
There's nothing seriously flawed about the Camry's design, but as in our SE, the mix of materials feels disjointed and some of the plastics aren't up to snuff for this class. The touchscreen audio interface isn't as slick, either, and we wish there were external AM and FM buttons for switching between sources.
09-13-12, 09:26 AM
#435
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My favorability of the Accord has gradually increased since being introduced. At first sight, I was like, "meh". Now I'll be forced to test drive this in the event I go shopping for a mid size sedan alongside the Camry.
For me, there was already one strike against Accord because of my frustration with Honda for the last 5+ years. And I am a staunch Toyota fan, so Camry is automatically at the top of my list, but not only because it's a Toyota, but I just really like it [in SE form]. I even like the Camry SE's front styling more than the Accord, although Accord wins out back.
My shopping list would consist of the Camry, Accord, & Fusion. No Altima for me.
For me, there was already one strike against Accord because of my frustration with Honda for the last 5+ years. And I am a staunch Toyota fan, so Camry is automatically at the top of my list, but not only because it's a Toyota, but I just really like it [in SE form]. I even like the Camry SE's front styling more than the Accord, although Accord wins out back.
My shopping list would consist of the Camry, Accord, & Fusion. No Altima for me.