2013 Honda Accord
09-13-12, 01:05 PM
#436
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Actually they either should have compared an Accord LX with the Camry LE or Accord EX with Camry XLE
Instead we get EX vs LE.
Though it should not surprise that new Accord beats the Camry 90% of the time it does. When the Camry beats the Accord its all crickets and the review is flawed
And who gives a **** about an Accord vs Altima at the track? Who does that? They are mall cars.
Instead we get EX vs LE.
Though it should not surprise that new Accord beats the Camry 90% of the time it does. When the Camry beats the Accord its all crickets and the review is flawed
And who gives a **** about an Accord vs Altima at the track? Who does that? They are mall cars.
09-13-12, 01:08 PM
#437
Actually they either should have compared an Accord LX with the Camry LE or Accord EX with Camry XLE
Instead we get EX vs LE.
Though it should not surprise that new Accord beats the Camry 90% of the time it does. When the Camry beats the Accord its all crickets and the review is flawed
And who gives a **** about an Accord vs Altima at the track? Who does that? They are mall cars.
Instead we get EX vs LE.
Though it should not surprise that new Accord beats the Camry 90% of the time it does. When the Camry beats the Accord its all crickets and the review is flawed
And who gives a **** about an Accord vs Altima at the track? Who does that? They are mall cars.
I like that!
09-13-12, 01:54 PM
#438
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Actually they either should have compared an Accord LX with the Camry LE or Accord EX with Camry XLE
Instead we get EX vs LE.
Though it should not surprise that new Accord beats the Camry 90% of the time it does. When the Camry beats the Accord its all crickets and the review is flawed
And who gives a **** about an Accord vs Altima at the track? Who does that? They are mall cars.
Instead we get EX vs LE.
Though it should not surprise that new Accord beats the Camry 90% of the time it does. When the Camry beats the Accord its all crickets and the review is flawed
And who gives a **** about an Accord vs Altima at the track? Who does that? They are mall cars.
09-13-12, 02:08 PM
#439
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Because it goes against the base assumption that you either have to have an affordable sedan that's dull as dishwater to drive or else go for a sports sedan or an expensive lux brand. There's room in the middle for those who want something that doesn't break the bank but is at least somewhat engaging to drive around.
lol at how big this thread is compared to a host of other vehicles.
09-13-12, 02:14 PM
#440
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Same thing happened in the 2012 Camry and 2013 Altima threads. They're ordinary but we love talkin bout em. Must be some sort of Jedi mind trick they're playing on us.
09-13-12, 04:05 PM
#441
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). Here we have performance comparisons being made and they're comparing the purposely soft tuned for comfort Camry LE to the sportier tuned Accord. You want to compare performance and handling, you have to go with the Camry SE. Toyota makes two versions for a reason. More people like comfortable rides than harsh sporty rides in the real world, hence Camry always being on top in sales. These mainstream model threads are always the biggest other than Lexus specific threads here on CL. I think there's a natural interest in these market dominating vehicles even on a luxury car board.
09-13-12, 05:04 PM
#442
Pretty typical of these car mags/sites. They end up comparing incomparable trims and calling a winner anyway (higher trimmed model wins 99% of the time ). Here we have performance comparisons being made and they're comparing the purposely soft tuned for comfort Camry LE to the sportier tuned Accord. You want to compare performance and handling, you have to go with the Camry SE. Toyota makes two versions for a reason. More people like comfortable rides than harsh sporty rides in the real world, hence Camry always being on top in sales.
). Here we have performance comparisons being made and they're comparing the purposely soft tuned for comfort Camry LE to the sportier tuned Accord. You want to compare performance and handling, you have to go with the Camry SE. Toyota makes two versions for a reason. More people like comfortable rides than harsh sporty rides in the real world, hence Camry always being on top in sales.
09-13-12, 05:36 PM
#443
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Also, in this particular case, not being able to get a Camry SE seems unlikely since they account for 1/3 of the best selling car in the country. They're a dime a dozen. There's like 25 on any given dealer lot.
09-13-12, 05:43 PM
#444
I am sure is scheduleing conflict. They have to do the test within this window before this deadline and the SE press car happened to be not available, so they just do the best they can.
09-28-12, 06:12 AM
#446
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Due to Euro Accord (TSX) flopping in Europe, it looks to be officially dead. Seems they WON'T bring the USDM Accord to Europe either...
http://www.thetruthaboutcars.com/201...-honda-accord/
http://www.thetruthaboutcars.com/201...-honda-accord/
09-28-12, 10:13 PM
#447
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Saw a black SPORT Accord at the Dealership the other day. Coming from a Toyota Camry SE fan, that particular Accord was a head turner. I like Honda, but Toyota is of course my heat, but that black Sport edition with those big wheels was definitely nice. Really had an upscale look to it. Like the TL almost without that ugly beak.
09-29-12, 04:27 AM
#448
They have long term SE. They decided to not use SE because it was more a lot more expensive than Accord.
Which made no sense at all, since Accord they tested was a lot more expensive than Camry LE, and only reason Camry SE was more expensive than Accord was optional navigation, nothing else.
So. Weird.
10-18-12, 05:15 PM
#449
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Car and Driver just did a test of the V6 automatic Accord and got a 0-60 of 5.6 seconds, very impressive and the top of its class. 
for Honda and also Toyota/Nissan/VW for not abandoning the V6 option for mid size sedans.
http://www.caranddriver.com/reviews/...-6-test-review
Despite recent adoption of 2.0-liter turbo-fours as the top-spec engine for the Hyundai Sonata, Ford Fusion, and Chevrolet Malibu—the idea being to combine maximum hustle and ostensibly improved economy—Honda’s venerable 3.5-liter V-6 remains as the upgrade engine in the new 2013 Accord. While the mid-size sedan’s official fuel-economy ratings do get a bump over last year’s figures, the modest updates to the V-6 combined with the tidier package of the new Accord also result in one of the quickest front-wheel-drive four-doors we’ve ever tested.
Hammer Down
As in the previous-gen Accord, the single-overhead-cam V-6 displaces 3471 cc and features port fuel injection, cylinder deactivation, and i-VTEC variable valve timing. Notable changes for 2013 include lighter components, revised heads, reduced friction internals, and updated electronic controls. Horsepower rises modestly from 271 to 278, and although torque drops 2 lb-ft to 252, the grunt is spread over a wider powerband, improving drivability.
Honda’s Variable Cylinder Management (VCM) system is standard on V-6 sedans and now also works over a wider range of engine loads to improve efficiency; when it’s active, it silences three cylinders. (The previous version could deactivate two or three cylinders.) EPA city/highway ratings increase from 20/30 mpg to 21/34; we only averaged 23 due to a heavier-than-usual helping of lead feet. In less-frenetic driving, the car may improve on the 27-mpg average of our most recent Accord V-6 test subject.
Honda’s six-speed automatic transmission finally migrates from the Odyssey and various Acuras to V-6 Accords for 2013, replacing the old five-speed, and now includes a Sport mode that holds gears longer and delivers responsive downshifts. (The V-6/six-speed-manual combo remains exclusive to the coupe.) With less weight to haul around—3552 pounds versus 3607 for the last V-6 sedan we tested—our Touring example sprinted to 60 mph in 5.6 seconds and tripped the quarter-mile lights in 14.1 at 101 mph. Those figures put it solidly ahead of all of its competitors and into sports-sedan territory; the Accord ties our long-term, six-speed-manual BMW 328i to 60 and trumps that car in the quarter by 0.2 second and 1 mph.
Comfort And Control
Despite wearing Michelin Pilot HX MXM4 all-season rubber on 17-inch wheels, the Accord V-6 was entertaining around our 10Best handling loop near C/D HQ. The steering is light and responsive, and the engine is willing to put up a fight with the traction control exiting a tight bend. Heavy throttle stabs in low gears initiate torque steer, but more weight up front helps keep the steering-wheel tug well below that exhibited by hot hatches such as the Mini Cooper S and Ford Focus ST. But the extra pounds over the front axle extract a price, however small, as this V-6 car feels slightly less agile and balanced than the lighter, four-cylinder Accord. It nevertheless still feels highly composed, and with the six-pot, has sufficient power to make on-ramp blasts a hoot. Compared to last year’s V-6 model, maximum skidpad grip increases from 0.79 g to 0.82, while a 178-foot stop from 70 mph is 12 feet shorter than before.
As with all new-gen Accords, the V-6 sedan delivers smooth shifts, an excellent balance of ride and body control, and good isolation from the road. The VCM system kicks in frequently when cruising, but active engine mounts and a noise-cancellation system make it nearly impossible to detect that three cylinders are snoozing.
The new Accord looks familiar, yes, but the styling is cleaner and less fussy than before. Inside, the materials are much nicer and the designers appear to have paid more attention to detail and usability. Bi-level displays in the center stack break up the audio and navigation data and take some getting used to, but there are approximately a billion less buttons than before. The front seats are more comfortable, thankfully eschewing the permanent lumbar support that made so many of us hate the previous car’s thrones. Rear-seat space is again vast; six-footers have plenty of room. Outward visibility is great, and the LaneWatch blind-spot camera in the right exterior mirror is a clever and useful feature; it displays a live readout on the main screen when a button on the turn-signal stalk is depressed. It can also be set to come on automatically whenever the right blinker is activated.
Although the Accord four-cylinder sedan and coupe made our 10Best list last year, the V-6 models weren’t included; we felt fresher competition, such as the six-cylinder Volkswagen Passat, delivered a superior premium family-car experience. With this ninth-generation Accord, though, the V-6 serves up the kind of refinement and driving enjoyment we expect to see from the class benchmarks.
Quick But Not Wise
Although pricing begins at $22,470 for a base LX four-cylinder model with the six-speed manual, V-6 Accord sedans start with the leather-clad EX-L at $30,860 and go up to the $34,220 Touring model tested here. A new-for-2013 trim, the Touring adds LED headlights and adaptive cruise control to the $32,860 Accord EX-L with navigation, and its standard kit includes the LaneWatch camera, 17-inch wheels, a cocoon of airbags, lane-departure and forward-collision warnings, stability control, heated front seats, a rearview camera, and a power moonroof.
The well-appointed Accord V-6 Touring is quick, relatively luxurious, and delivers the well-sorted feel we expect from a Honda approaching Acura price levels. The throaty V-6 sounds great compared to the competition’s hissing turbo-fours, but practical types may better appreciate the comparably equipped EX-L four-cylinder that is better balanced, less thirsty, and costs less. And we really like the four-cylinder Sport model and its available six-speed manual. But we—and those sensible folks—would be left in the V-6’s wake
for Honda and also Toyota/Nissan/VW for not abandoning the V6 option for mid size sedans.http://www.caranddriver.com/reviews/...-6-test-review
Despite recent adoption of 2.0-liter turbo-fours as the top-spec engine for the Hyundai Sonata, Ford Fusion, and Chevrolet Malibu—the idea being to combine maximum hustle and ostensibly improved economy—Honda’s venerable 3.5-liter V-6 remains as the upgrade engine in the new 2013 Accord. While the mid-size sedan’s official fuel-economy ratings do get a bump over last year’s figures, the modest updates to the V-6 combined with the tidier package of the new Accord also result in one of the quickest front-wheel-drive four-doors we’ve ever tested.
Hammer Down
As in the previous-gen Accord, the single-overhead-cam V-6 displaces 3471 cc and features port fuel injection, cylinder deactivation, and i-VTEC variable valve timing. Notable changes for 2013 include lighter components, revised heads, reduced friction internals, and updated electronic controls. Horsepower rises modestly from 271 to 278, and although torque drops 2 lb-ft to 252, the grunt is spread over a wider powerband, improving drivability.
Honda’s Variable Cylinder Management (VCM) system is standard on V-6 sedans and now also works over a wider range of engine loads to improve efficiency; when it’s active, it silences three cylinders. (The previous version could deactivate two or three cylinders.) EPA city/highway ratings increase from 20/30 mpg to 21/34; we only averaged 23 due to a heavier-than-usual helping of lead feet. In less-frenetic driving, the car may improve on the 27-mpg average of our most recent Accord V-6 test subject.
Honda’s six-speed automatic transmission finally migrates from the Odyssey and various Acuras to V-6 Accords for 2013, replacing the old five-speed, and now includes a Sport mode that holds gears longer and delivers responsive downshifts. (The V-6/six-speed-manual combo remains exclusive to the coupe.) With less weight to haul around—3552 pounds versus 3607 for the last V-6 sedan we tested—our Touring example sprinted to 60 mph in 5.6 seconds and tripped the quarter-mile lights in 14.1 at 101 mph. Those figures put it solidly ahead of all of its competitors and into sports-sedan territory; the Accord ties our long-term, six-speed-manual BMW 328i to 60 and trumps that car in the quarter by 0.2 second and 1 mph.
Comfort And Control
Despite wearing Michelin Pilot HX MXM4 all-season rubber on 17-inch wheels, the Accord V-6 was entertaining around our 10Best handling loop near C/D HQ. The steering is light and responsive, and the engine is willing to put up a fight with the traction control exiting a tight bend. Heavy throttle stabs in low gears initiate torque steer, but more weight up front helps keep the steering-wheel tug well below that exhibited by hot hatches such as the Mini Cooper S and Ford Focus ST. But the extra pounds over the front axle extract a price, however small, as this V-6 car feels slightly less agile and balanced than the lighter, four-cylinder Accord. It nevertheless still feels highly composed, and with the six-pot, has sufficient power to make on-ramp blasts a hoot. Compared to last year’s V-6 model, maximum skidpad grip increases from 0.79 g to 0.82, while a 178-foot stop from 70 mph is 12 feet shorter than before.
As with all new-gen Accords, the V-6 sedan delivers smooth shifts, an excellent balance of ride and body control, and good isolation from the road. The VCM system kicks in frequently when cruising, but active engine mounts and a noise-cancellation system make it nearly impossible to detect that three cylinders are snoozing.
The new Accord looks familiar, yes, but the styling is cleaner and less fussy than before. Inside, the materials are much nicer and the designers appear to have paid more attention to detail and usability. Bi-level displays in the center stack break up the audio and navigation data and take some getting used to, but there are approximately a billion less buttons than before. The front seats are more comfortable, thankfully eschewing the permanent lumbar support that made so many of us hate the previous car’s thrones. Rear-seat space is again vast; six-footers have plenty of room. Outward visibility is great, and the LaneWatch blind-spot camera in the right exterior mirror is a clever and useful feature; it displays a live readout on the main screen when a button on the turn-signal stalk is depressed. It can also be set to come on automatically whenever the right blinker is activated.
Although the Accord four-cylinder sedan and coupe made our 10Best list last year, the V-6 models weren’t included; we felt fresher competition, such as the six-cylinder Volkswagen Passat, delivered a superior premium family-car experience. With this ninth-generation Accord, though, the V-6 serves up the kind of refinement and driving enjoyment we expect to see from the class benchmarks.
Quick But Not Wise
Although pricing begins at $22,470 for a base LX four-cylinder model with the six-speed manual, V-6 Accord sedans start with the leather-clad EX-L at $30,860 and go up to the $34,220 Touring model tested here. A new-for-2013 trim, the Touring adds LED headlights and adaptive cruise control to the $32,860 Accord EX-L with navigation, and its standard kit includes the LaneWatch camera, 17-inch wheels, a cocoon of airbags, lane-departure and forward-collision warnings, stability control, heated front seats, a rearview camera, and a power moonroof.
The well-appointed Accord V-6 Touring is quick, relatively luxurious, and delivers the well-sorted feel we expect from a Honda approaching Acura price levels. The throaty V-6 sounds great compared to the competition’s hissing turbo-fours, but practical types may better appreciate the comparably equipped EX-L four-cylinder that is better balanced, less thirsty, and costs less. And we really like the four-cylinder Sport model and its available six-speed manual. But we—and those sensible folks—would be left in the V-6’s wake