Pre-Production Review: 2013 Honda Accord – Part 2

Posted on 10. Sep, 2012 by in Auto News

Five days ago, we published the first part of the 2013 Accord Review. It's not like us. Normally do things, but to get our hands on the second best-selling midsize sedan in America, we agree to get all you had to hold its breath If you want to know about the new Accord powertrain, interior and infotainment systems, simply click on more than one part and then head back here when you're done. I promise we are waiting for you.

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Driving

The 2013 Accord is the first real foray into the world of Honda CVT. Yes, I know the Civic Hybrid and some GX models with a CVT, but they are low volume niche vehicles. Let me make one thing straight away. I love CVTs. The reason for my love-that-dare-not-speak-its-name, and the reason we find the under the hood of the new Accord is the efficiency. For optimal efficiency, you want to operate a motor, such as. Near its most efficient speed possible over a wide range of speeds For performance, you want the engine to get its power band and keep it there as you accelerate. The problem of course was that CVTs take a while to make the transition from one relationship to another, a strange feeling when you used a transmission downshift in milliseconds. Honda did not explain how, but somehow makes changes, the new Accord CVT ratio is almost as fast as a traditional automatic. The difference behind the wheel is dramatic. If you cruise at 60mph and you. "Floor" a Nissan or Audi CVT, you get nothing for a moment, then the car starts to accelerate slowly and simultaneously increases the tach Once the tach reaches a certain point, you get maximum acceleration. Lift the pedal produces a moment where you have to accelerate as new CVT, then return to normal. The same maneuver in the Accord is more like an automatic that the transfer to a lower ratio moves very fast and returns to the higher proportion without "rubber band" effect, when done over. Compared to Honda's 5 or 6-speed car, I would CVT every day.

From a standstill, the 185hp, 2.4L engine of the Accord motivatess decent thanks to its low-end torque (181 lb-ft at 3,900 RPM) and the new CVT. If you are in a mountainous area as I live, the CVT has another advantage when climbing hills of the CVT continuously varies the conditions so that you can maintain a constant speed than a conventional automatic. As much as I love the CVT, the transmission would be my personal preference. On the base, LX, EX and Sport trim, the 6-speed manual transmission is a typical Honda close ratio manual that is wrong with the shorter end of the ratio scale for performance. The relatively low-end torque of the 2.4-liter engine seemed very "un-Honda", but is a welcome change. In true Honda fashion, the little four-cylinder engine sounded perfectly happy to rev up and keep the fun going.

The 278HP, 3.5L V6 from last year is back with a few tweaks to improve fuel consumption. The exhaust is tuned towards a decidedly sporty note was pleasant without being intrusive. Honda's new 6-speed automatic transmission sends power to the front wheels only sense of V6 torque control with the best of them. The revised cylinder management system proved to be a seamless and effective just like the V6 sedan to an average of 35mpg on a 20 mile highway trip. On the other side of the V6 lacks the low-end torque, which offer the latest in Honda 2.0L turbo and 6-speed auto is not the most responsive automatic. What Honda could do with a 2.0L direct injection turbo and new CVT? Let us hope that we will some day.

If traction is your game, then the Sport model is for you, especially because of the rubber decisions. Most of our time was spent behind the wheel of the base LX model, the stiff suspension seemed at odds with his grip ability. When it came time to swap Sport Accord, the reason for the shortage was obvious. Accords to base 16-inch, 205-65-series rubber rel. EX and Touring Accords are equipped with 215/55E17s while Sport models. 235/45R18s the stocks with the V6 Accord Coupe Despite the loss of the Accord double-wishbone suspension, the new Accord had no problems corner carving as a solid alternative to the Mazda 6 Road noise is decreased year-on outgoing Accord, but it's still some of the competition. Despite the new active noise canceling system, the Accord is even louder on the road than the Camry and the latest eerily quiet Buicks.

Drive – 2014 Accord Hybrid

Not due until mid-2013, Honda had me. A long ride in a prototype 2014 Honda Accord Plug-In Hybrid This new hybrid is a complete departure from everything that Honda has done in the past. Previous attempts at the "hybridization" of the Accord were focused on adding some electric mojo its V6 model for even better performance. This time, Honda is aiming the Accord hybrid and plug-in hybrid Prius fully on the Chevy Volt, Fusion Hybrid and the Toyota Camry Hybrid and even.

The first to cover what the operation of the system. The Civic is often seen by Prius drivers because the engine can not be stopped, so even turns into "EV mode" the engine. The Accord takes this into the opposite extreme. Under 40 mph, the engine is not capable of driving the car directly. At speeds below about 40mph, Engine two drives the wheels of power from the lithium-ion battery or the engine One motor acting as a generator. At around 40mph, the car can engage a clutch package. directly with motor, a motor and two together whereby power to flow from the engine to the wheels (Whether the car couplings the motor or not depends on the battery charge status). Soon as the system is connected to clutch pack is in a position for providing a combined output of 196HP and EV mode is limited to approx 166HP.

If you have driven a Civic Hybrid, you know that. The system less than smoothly from a variety of angles Grabby regenerative braking and foreign, are transitions between EV and hybrid modes shrugs raw and vibration met. Perhaps the biggest struggle with the Honda Accord will convince buyers to the hybrid be a chance. Honda's larger drive motor and the ability to completely remove the engine from the drive train enables regenerative braking as smooth as any EV on the market. Even more surprising, the clutch is engaged when. The car in hybrid mode Despite my best efforts, the commitment was always perfectly smooth, so that the Toyota Synergy Drive system seems harsh in comparison. This is something that is not the Infiniti M35h or Hyundai / Kia hybrid system can be said.

On the road, the hybrid Accord more like the base LX model went through the low rolling resistance rubber and increased weight of the hybrid system. The suspension seemed to be a smoother ride than the other models-something to appreciate what I am, if I can be candid be distracted for a moment. It was not possible to get hard acceleration figures for the hybrid, but the "butt test" and show the power of numbers, it should be carried out on the 2.4-liter V6 and below. I averaged a solid 42MPG in my 45-mile, hour long test drive of the plug-in after the battery was exhausted.

Drive – Coupe

With the Solara disappeared from the market, the average volume coupe is a strange attempt to corner the market, but Honda are trying the old school. The Accord Coupe is a huge selling point rear seat. The rear seat dimensions can make the coupe side profile a little unusual, but the increase in utility value is impressive. Because the coupe is only slightly shorter than the sedan with only a slight reduction in wheelbase and get rid of a few pounds, it drives pretty much the same as the sedan. The exception is of course the V6 model, which will be equipped with a 6-speed manual transmission. Honda was reticent, what is different about the V6 cog swapper, but conditions seem to be different vs. four cylinders and the clutch action is tighter and more precise. If you plan to want to opt for the coupe, remember that aerodynamic differences to reduce fuel consumption figures vs. the sedan 1-2MPG. Also equipped loses the 6-speed manual transmission, the system variable V6 highway economy 6MPG fall to 28MPG. Strangely, I found the Accord sedan with the "Sport" package and the four-cylinder engine to be more fun.

Honda has announced that the base LX model compliance with the standard backup cam, 8-inch infotainment screen, 16-inch alloy wheels and dual-zone climate control with $ 21,640, or a modest $ 200 increase over 2012th Meanwhile illuminates the top-of-the-line Touring model, which raises the radar cruise control, headlights, leather seats, dual exhaust, the V6, and Honda all new active safety technology will put you back $ 33,430. Overall, pricing is right in line with the competition, with the Hyundai / Kia ringing in lower and the Camry a bit more expensive if you make up for the feature differences. Honda has yet to publish the pricing on the Accord Hybrid, but expect it to start around $ 27,500 in the same neighborhood as the Camry and Fusion Hybrid. Expect command the plug-in at least $ 10,000 premium over the hybrid. It is obvious that this ninth generation Accord serious competition ahead of it with the new Ford Fusion, but Honda has not taken this lying down. The Accord has doubled in interior comfort and value by the disorder and more electronic goodies in each model. Your new infotainment system is finally on par is less attractive than MyTouch react far more. Camry buyers who would be looking for something a bit more fun to drive also do well to drop by the local Honda dealer.

Honda paid for flight and two nights in a swanky place, travel to the site came from my own pocket because I was driving.