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  1. The 2018 Honda Accords have started to arrive at dealerships in what the automaker describes at the car’s “most dramatic remake in 41 years.” It’s hard to find any element in the new Accord that remains unchanged from last year’s lineup. Honda’s goals are to take the Accord upscale with more efficient body design, faster engines, and a full suite of safety, driver assist, and connected-car technology. What’s new for 2018 Honda launched the Accord’s tenth generation in the 2018 models. Odds are this will be the first of five years for this generation if the company follows past practice. Compared to the ninth-generation (2013-2017) models, the new Accord is lower, wider, lighter, and more rigid. New Accord conventional powertrains use 1.5- and 2.0-liter turbocharged engines — the first Accords ever equipped with boosted engines. The 2.0-liter turbo engine, paired with a new 10-speed automatic transmission, will begin to appear in dealer showrooms later in November. The new Accord Hybrids, due to launch in early 2018, will use the third-generation, two-motor hybrid powerplant. We will cycle back with full information on the 2.0-liter turbocharged Accords and Accord Hybrids when final information is available for each. The 2018 Accord has racked up an impressive array of awards since its launch. Kelley Blue Book named the 2018 Accord the Overall Best Buy of 2018. The Accord was one of several Hondas to win the 2018 Edmunds Buyers Most Wanted Award. The 2018 Accord also won the 2018 Consumer Guide Automotive Best Buy Award for Midsized cars. 2018 Honda Accord engines 2018 Honda Accord 2018 Honda Accord 1.5L 4-cylinder turbocharged engine The 2018 1.5-liter, turbocharged four-cylinder inline engine — available now in five Accord trims — bumps up the horsepower to 192 horsepower at 5,500 rpm compared to last year’s 185 hp at 6,400 rpm. Even more impressive, thanks to the turbo, the 1.5-liter engine produces 192 pound-feet of torque from 1,600 to 5,000 rpm. Consider how that wide power band compares to the 2017’s 181 lb-ft at 3,900 rpm. The 1.5-liter motor pairs with a continuously variable transmission (CVT) for all trim lines. 2018 Accord Sport buyers can choose a short-throw, six-speed manual transmission for the same base price. 2018 Honda Accord tech All new Accords include the complete Honda Sensing suite of safety and driver assist features in the standard equipment list. Honda Sensing includes Collision Mitigation Braking System, Lane Departure Warning, Road Departure Mitigation, and Adaptive Cruise Control with Low-Speed Follow. Traffic Sign Recognition, a new assist feature, debuts as part of Honda Sensing this year. Accords in 2018 also have a Multi-Angle Rearview Camera with dynamic guidelines. Additional assist features including Blind Spot Information, Rear Cross Traffic Monitor, Driver Awareness Monitor, and front and rear parking aren’t standard but are available as options. How to choose a 2018 Honda Accord The complete 2018 Honda Accord lineup will consist of 12 trim lines, once they’re all available early in the year. The versions will include five 1.5-liter turbo Accords, three 2.0-liter turbo Accords, and four hybrids. Each group also has an EX-L Navi variant with an integrated navigation system for $1,000 more than the otherwise identical EX-L trims. To try to keep the trim differentiation as simple as possible, we included the EX-L Navi as a sub-trim of the EX-L in the description and chart below. Honda Accord sedans with 1.5-liter turbo The five 2018 Accord trims with the 1.5-liter turbocharged engine with their starting prices include the LX ($23,570), Sport ($25,780), EX ($27,470), EX-L ($29,970, Navi variant $30,970), and the top of the line Touring ($33,800). Like all 2018 Accords, the LX includes the Honda Sensing Suite and a multi-angle rearview camera. The LX also has dual-zone automatic climate control, push-button start, LED low-beam headlights, automatic high-beam headlights, LED daytime running lights (DRL), and 17-inch alloy wheels. Also, the LX has a 7-inch color LCD, Bluetooth HandsFreeLink audio, a USB audio port, and a 160-watt audio system with four speakers. The 2018 Accord Sport has the LX features plus 19-inch alloy wheels, LED fog lights, a leather-wrapped steering wheel, rear spoiler, sport pedals, chrome exhaust finishers, your choice of six-speed or CVT and available paddle shifters. The Sport driver sits in a 12-way power adjustable see. میز فلزی صندلی فلزی Apple CarPlay, Android Auto, an 8-inch color touchscreen to control the infotainment system, and an upgraded 180-watt audio system with eight speakers are all standard. Moving up to the 2018 Accord EX, in addition to the LX features, gains a one-touch power moonroof, 12-way power adjustable driver seat, heated front seats, and the blind spot information system with cross traffic monitor. The EX has heated power side mirrors, 60/40 split-folding rear seats, and remote entry with walk away auto locking. The EX also adds the 8-inch color touchscreen display, Apple CarPlay, and Android Auto. Life in the EX-L adds more luxury to the EX with leather seats and interior, driver seat memory, power adjustable passenger seat, HomeLink universal remote, and an automatic-dimming rearview mirror. The EX-L also has a 450-watt premium audio system with 10 speakers and for $1,000 more you can choose the EX-L Navi version with Honda’s satellite-linked navigation system. The top-of-the-line 2018 Accord Touring trim adds a wide range of comfort and convenience features to everything already included with the EX-L Navi variant. With the Touring trim, you get a head-up display, ventilated front seats, an adaptive damper suspension system, wireless phone charger, mobile hot spot capability, and near-field communication (NFC) support. Also, the Touring includes full LED headlights, interior ambient lighting, and heated rear outboard seats. Add rain-sensing windshield wipers, side mirrors with reverse gear tilt-down, plus body-colored front and rear parking sensors for better driver vision and to park like a champ. The Touring trim tops off its feature set with HondaLink Subscription Services and chrome exhaust finishers.
  2. Well this answer is late, but I just bought a 2017 Honda Civic EX Sedan last week so I have some updated perspective, if I may. I was in the market car and the cost difference between the two trims was about $2000, and another $1000 or so between the EX and EX-T (turbocharged). Climbing the trimsfrom bottom to the top after EX, features were marginally better, mainly new luxury options. Leather seats, dual zone climate control, fancier steering wheels, a couple nice bells and whistles for sure. All really didn't effect the performance of the vehicle or longevity of it much. As I was on a budget, I originally wanted an LX. But when I saw the difference between the EX and LX, I couldn't justify NOT spending the extra $2000. The EX has LED lights, a touch screen system with Apple Car Play, extra speakers, a better internal layout of the dashboard, blind spot sensing, and a few other little perks. The LX doesn't. Although I didn't need any of these features, for such a big purchase, I wanted to love what I bought and enjoy my time spent in the vehicle as I drive a lot. The $2000 extra for the EX was worth it and if you ask me, is the best bang for your buck on all the trims. I am very satisfied with my new Civic, it drives nicely and is very comfortable and performs as I need it to. Hopefully this helps someone with their decisions! and The main differences between the LX and EX models in a 2014 or 2015 (same both years) Civic are: the EX is upgraded with extra features such as delay wipers with variable speed, auto on-off headlights (the LX has auto off you can program in the menu), alloy 16"wheels صندلی فلزی میز فلزی , push button start with a more enabled theft system, 7" touch screen with more options, rear disc brakes (LX has rear drums even on the sportier SE, and until the 2016s rear discs were only on the EX and EX-L as well as hybrid and Si models). Inclusion of an HDMI 720 dpi connect on EX and EX-L, additional USB (plays only mp3 files) connect below the a/c, auto a/c control on EX and EX-L and split rear fold-down seat. Also, a flip-down rear seat cup holder and armrest and small tweeters on the windshield pillars, giving the 160w system 6 speakers (LX has 4). I own a 2012 HF (which outside of the fuel aerodynamics and alloy wheels is an LX in trim) and a 2014 EX. I parked my white EX next to a 2015 white EX when mine was at the dealership, and could not see any difference between the two… outside of pricing! The 2016 models, especially the EX, are great values, and while pricing increased, the Honda Sensing Suite, which adds about $1000 to any trim, is a really wonderful option! It comes only on the new Touring Civic, but has 6 features that could actually save your life! These will become standard in the next few years no doubt, as cars are becoming automated. While the human factor will always prevail, such software and mechanically-driven safety items like lane change and adaptive cruise control will and likely already have saved many lives.
  3. m.yuri

    Honda Accord Background

    Background Since initiation, Honda has offered several different car body styles and versions of the Accord, and often vehicles marketed under the Accord nameplate concurrently in different regions differ quite substantially. It debuted in 1976 as a compact hatchback, though this style only lasted through 1989, as the line-up was expanded to include a sedan, coupe, and wagon. By the Accord's sixth generation in the 1990s, it evolved into an intermediate vehicle, with one basic platform but with different bodies and proportions to increase its competitiveness against its rivals in different international markets. For the eighth generation of the Accord released for the North America market in 2007, Honda had again chosen to move the model further up-scale and increase its size.[1] This pushed the Accord sedan from the upper limit of what the U.S. Environmental Protection Agency (EPA) defines as a mid-size car to just above the lower limit of a full-size car,[2] with the coupe still rated as a mid-size car. In 2013, the ninth-generation Accord sedan, with smaller exterior dimensions, was once again classified as a mid-size car at 119 cubic feet (3.4 m3), falling just shy of the "Large Car" classification. However, the current 10th-generation Accord, with similar exterior dimensions, returned to full-size car status with its combined interior space of 123 cubic feet (3.5 m3). The coupe has since been discontinued. After a period of developing idiosyncratic automobiles such as the Honda 1300 that met a lukewarm response in both Japan and North America, Honda considered pulling out of automobile manufacturing altogether by the early 1970s. However, Honda released a more conventional automobile in 1972 called the "Civic" which immediately reversed their flagging fortunes due to its economy, reliability and low cost in an era of rising fuel prices. The Civic utilized Honda's CVCC technology, later used in the Accord, to help Honda meet emission standards of the 1970s and early 1980s without the added expense of a catalytic converter.[3] Buoyed by their success with the Civic, Honda turned their sights to developing a larger companion model. For the new model, Honda chose the name "Accord", reflecting "Honda's desire for accord and harmony between people, society and the automobile."[4] Soichiro Honda was the owner of a 1969 Pontiac Firebird, to which the Accord's predecessor, the Honda 1300, bore a striking frontal resemblance. Initial planning done by Honda for what would become the Accord was for a sporty competitor in the pony car market, at roughly the size of a contemporary Ford Mustang, powered by a six-cylinder engine.With the continuing fuel crisis and tighter emissions regulations surrounding the automotive market, Honda engineers changed their focus on the Accord as a Mustang competitor, and built upon the Civic's successful formula of economy, fuel efficiency and a front-wheel drive layout in a larger package.[6] A December 1975 issue of Motor Trend Magazine had a drawing of a new Honda automobile which was similar in shape to the Volkswagen Scirocco but powered with a CVCC engine used in the Civic. In reality, the design of the Accord was finalized in the fall of 1973 weeks prior to the debut of the Scirocco, which debuted in January 1974. In 1982, the Accord became the first car from a Japanese manufacturer to be produced in the United States when production commenced in Marysville, Ohio at Honda's Marysville Auto Plant. The Accord has achieved considerable success, especially in the United States, where it was the best-selling Japanese car for sixteen years (1982–97), topping its class in sales in 1991 and 2001, with around ten million vehicles sold.Numerous road tests, past and present, rate the Accord as one of the world's most reliable vehicles. The Accord has been on the Car and Driver 10Best list a record 30 times. In 1989, the Accord was the first vehicle sold under an import brand to become the best-selling vehicle in the United States.The first generation Honda Accord was launched on 7 May 1976 as a three-door hatchback with 68 hp (51 kW), a 93.7-inch (2,380.0 mm) wheelbase, and a weight of about 2,000 pounds. Japanese market cars claimed 80 PS (59 kW) JIS (similar to SAE Gross), while European and other export markets received a model without emissions control equipment; it claimed 80 PS as well but according to the stricter DIN norm. It was a platform expansion of the earlier Honda Civic at 4,125 mm (162 in) long. To comply with recently enacted emission regulations enacted in Japan, the engine was fitted with Honda's CVCC technology. The Accord sold well due to its moderate size and great fuel economy. It was one of the first Japanese sedans with features like cloth seats, a tachometer, intermittent wipers, and an AM/FM radio as standard equipment. In 1978 an LX version of the hatchback was added which came with air conditioning, a digital clock, and power steering. Until the Accord, and the closely related Prelude, power steering had not been available to cars under two liters.Japanese buyers were liable for slightly more annual road tax over the smaller Civic, which had a smaller engine. On 14 October 1977 (a year later in the US market), a four-door sedan was added to the lineup, and power went to 72 hp (54 kW) when the 1,599 cc (97.6 cu in) EF1 engine was supplemented and in certain markets replaced by the 1,751 cc (106.9 cu in) an EK-1 unit. In 1980 the optional two-speed semi-automatic transmission of previous years became a three-speed fully automatic gearbox (a four-speed automatic transaxle was not used in the Accord until the 1983 model year). The North American versions had slightly redesigned bumper trim. Other changes included new grilles and taillamps and remote mirrors added on the four-door (chrome) and the LX (black plastic) models. The CVCC badges were deleted, but the CVCC induction system remained.In North America, the 1981 model year only brought detail changes such as new fabrics and some new color combinations.Nivorno Beige (code No. Y-39) was replaced by Oslo Ivory (No. YR-43). Dark brown was discontinued, as was the bronze metallic. A bit later in 1981 an SE model was added for the first time, with Novillo leather seats and power windows. Base model hatchbacks, along with the four-door, LX, and SE four-door, all received the same smaller black plastic remote mirror. The instrument cluster was revised with mostly pictograms which replaced worded warning lights and gauge markings. The shifter was redesigned to have a stronger spring to prevent unintentional engagement of reverse, replacing the spring-loaded shift knob of the 1976 to 1980 model year cars. By 1981 power for the 1.8 was down to a claimed 68 hp (51 kW) in North America. Debuting on 22 September 1981 in Japan, Europe, and in North America, this generation of the Accord being produced in Japan, also became the first to be built in the United States, at Honda's plant in Marysville, Ohio. Since its first year in the American market, it also became the best-selling Japanese nameplate in the United States, retaining that position for about 15 years. In Japan, a sister model called the Honda Vigor was launched simultaneously with the new Accord. This allowed Honda to sell the product at different sales channels called Honda Clio, which sold the Accord, and Honda Verno, that sold the Vigor. Modernizing the interior and exterior, the second generation Accord was mechanically very similar to the original, using the same 1,751 cc (1.751 L; 106.9 cu in) EK-1 CVCC engine. Vehicles with a manual transmission and the CVCC carburator earned 13.6 km/L (38 mpg‑imp; 32 mpg‑US) based on Japanese Government emissions tests using 10 different modes of scenario standards, and 110 PS (80.9 kW; 108.5 bhp), and 23 km/L (65 mpg‑imp; 54 mpg‑US) with consistently maintained speeds at 60 km/h. This automobile included popular features of the time such as shag carpet, velour cabin trim, and chrome accents. An optional extra on the 1981 Accord was an Electro Gyrocator, the world's first automatic in-car navigation system. Models were available in Silver, Sky Blue, and Beige. The LX hatchback offered a digital clock and slightly higher fuel economy (due to its lighter weight).In the United States, Federal lighting regulations required headlamps of sealed beam construction and standard size and shape on all vehicles, so Accords in North America were equipped with four rectangular headlamp units rather than the aerodynamic composite replaceable-bulb units used on Accords sold outside North America (note European specification imagery). Other Automotive lighting variations included amber front and red rear side marker lights and reflectors in North America, and headlamp washers and a red rear fog lamp for European markets. Japanese-market Accords were unique from all other markets in that they offered adjustable ride height control and side view mirrors installed on the mid-forward fenders. In 1983, Honda upgraded the automatic transmission to a four-speed, a major improvement over the earlier, three-speed transmission. The manual five-speed transmission remained unchanged. A new 192 km/h speedometer replaced the earlier 136 km/h unit. The Special Edition (SE) featured Novillo leather seating, power windows, power sunroof and door locks. Gray was added as a color option. A slightly modified EK-2 engine was introduced, replacing the earlier EK-1, albeit still carbureted. By 1983, Accords sold in the eastern United States were produced at the new Marysville plant, with quality considered equal to those produced in Japan. In June 1983, for the 1984 model year, the Accord body was restyled with a slightly downward beveled nose and a new series of 12-valve CVCC powerplants. Globally there was a 1.6 (EY) and also the slightly more powerful ES2 1,829 cc (1.829 L; 111.6 cu in), yielding 86 bhp (64 kW) in federal trim. Honda integrated rear side marker lights and reflectors into the side of the tail light units. European Accords now included a side turn signal repeater just behind each front wheel well. The U.S. requirement for standardized headlamps was rescinded in late 1983, but North American Accords continued to use sealed beams until the 1989 fourth-generation models were released. The LX offered velour upholstery, auto-reverse cassette stereo, air conditioning, cruise control, power brakes, power steering, power windows and power door locks (sedan only), a digital clock, roof pillar antenna, along with thick black belt moldings, integrated bumpers and flush plastic mock-alloy style wheels covers that resembled the trend-setting Audi 5000. Supplies were tight, as in the Eastern states, the wait was months for a Graphite Gray sedan, a then-popular color. The LX hatchback was the only 1984 version of the Accord to include dual side view mirrors.[citation needed] The 1984 sedan was available in four exterior colors, Greek White and three metallic options: Columbus Gray, Regency Red (burgundy), and Stratos Blue (steel). The regular hatchback was available in Greek White, Dominican Red, and the metallic Stratos Blue. The 1984 LX hatchback came in three metallic colors only: Graphite Gray, Regency Red, and Copper Brown. It was one of the first Japanese engineered vehicles to offer computer controlled, fuel-injection with one injector per cylinder, also known as multiple port fuel injection. This arrived on 24 May 1984 on the ES series 1.8 L engine, and was known as Honda's Programmed Fuel Injection, or PGM-FI. This option was not offered until 1985 in the United States market. Vehicles with PGM-FI (ES3 series engine) earned 13.2 km/L (37 mpg‑imp; 31 mpg‑US) based on Japanese Government emissions tests using 10 different modes of scenario standards, with 130 PS (95.6 kW; 128.2 bhp), and 22 km/L (62 mpg‑imp; 52 mpg‑US) with consistently maintained speeds at 60 km/h (37.3 mph). In 1985, the Special Edition returned as the SE-i, capitalizing on the final year of the second generation's production. A fuel-injected, 110 bhp (82 kW) non-CVCC ES3 engine was exclusive to this model. The moniker, SE-i, was adapted from the SE trim, but included the "-i" to signify the higher trim level's fuel-injected engine. This 12-valve, 1,829 cc (1.829 L; 111.6 cu in) engine was the first non-CVCC engine used in an Accord, and was the same basic engine design used by Honda until 1989. Like the previous SE trim in 1983, the SE-i featured Novillo leather seating, power moonroof, bronze tinted glass, a premium sound system with cassette, and 13-inch alloy wheels. The level of luxury equipment on the SE-i was essentially items that were installed on the Honda Vigor VTL-i, that was only sold in Japan. Available options differed from market to market. The 1.8-liter engine, updated four-speed automatic transmission, and 'EX' trim level options were first made available in New Zealand during the 1984 model year refresh alongside the 1.6-liter 'LX' model. Japan generally received more options earlier than the rest of the world. In 1981, the Accord offered an adjustable ride height air suspension in the Japanese market. From 1983 in Japan and 1984 in Europe, the second generation Accord was available with anti-lock brakes (called ALB) as an option. This braking system was the first time that an Accord used four-wheel disc brakes. Fuel injection became available in 1984 in the Japan market with the earlier introduction of the ES3 engine in the SE-i. Models took a year to arrive in North American and European markets with less stringent emissions laws continuing, using carburetors throughout second generation production. The third generation Accord was introduced in Japan on 4 June 1985 and in Europe and North America later that year. It had a very striking exterior design styled by Toshi Oshika in 1983, that resonated well with buyers internationally. One notable feature was the hidden headlamps. Because this generation was also sold as the Honda Vigor, the Accord received the hidden headlamps. Honda's Japanese dealership channel called Honda Verno all had styling elements that helped identify products only available at Honda Verno. As a result, Japanese market Accords had a Honda Verno styling feature, but were sold at newly established Japanese dealerships Honda Clio with the all-new, luxury Honda Legend sedan, and international Accords were now visually aligned with the Prelude, the CR-X, and the new Integra. The retractable headlamps of the third generation Accord sedan were in Japan, USA, Canada, Australia, New Zealand, KY region (Arabian countries) and on cars in Taiwan that were imported from the United States. In other countries, the Accord sedan had conventional مبل ویلایی headlamps, including in Japan from July 1987 on "Accord CA", with CA standing for "Continental Accord". Accords in all other bodies (hatchback, Aerodeck, coupe) had only retractable headlamps worldwide. At its introduction in 1985, it won the Car of the Year Japan Award. The third generation Accord became the first Honda to employ double wishbones at both the front and rear ends. While more expensive than competitors' MacPherson strut systems, this setup provided better stability and sharper handling for the vehicle. All had front sway bars and upper models had rear sway bars as well. Brakes were either small all-wheel discs with twin-piston calipers (only available on the Japanese-market 2.0-Si model), larger all-wheel discs with single piston calipers, or a front disc/rear drum system. ABS was available as an option on the 4-wheel disc brake models, though not in North America. Base model Accords rode on 13-inch steel wheels with hubcaps with more expensive models having the option of 14-inch alloy wheels. The Accord's available engines varied depending on its market: Japan received the A18A, A20A, B18A, B20A and A20A3 (US imported cars); Europe received the A16A1, A20A1, A20A2, A20A3, A20A4, B20A2, and B20A8; Australia and New Zealand received A20A2 and A20A4; other regions received A20A2 and/or A16A1; while United States, Canada and Taiwan (US imported cars) received the A20A1 and A20A3. On Accord 1986 model year engine block was marked as BS and BT in the United States, BS1 and BT1 in Canada, this cars had chassis code BA. Since 1987 the engine block in Indonesia was marked as NA instead of A20A2. The engine block in Thailand was marked as A. In Japan, the introduction of a 2.0 liter engine obligated Japanese drivers to pay a higher amount of annual road tax compared to the last two previous generations, pushing the Accord into the luxury category in Japan. The Accord's trim levels ranged from spartan to luxurious. In the Japanese home market, the Accord was available with a full power package, heated mirrors (optional), a digital instrument cluster (optional), sunroof (optional), cruise control, and climate control (which was also optional). Some North European export models also had heated front seats and head light washers. North American and Australian Accords were not available with most of these options, presumably (and in the U.S. in particular) because Honda was seen as a builder of economy cars, and not to cannibalize sales from the recently introduced Acura line. Throughout the different markets, in addition to the sedan model the Accord was available with different bodystyles which included a three-door hatchback, a three-door shooting-brake called Accord Aerodeck, and a two-door coupe which was added in 1987 for the 1988 model year. The coupe, which was built exclusively in Honda's Marysville, Ohio factory, was "reverse exported" back to Japan where it was known as the US-coupe CA6. The third-generation Accord was sold in Japan, Europe and New Zealand as a three-door hatchback with a flat roof over the rear seats, known in Europe as a shooting-brake. The bodystyle of a flat roof hatchback was also used on the third generation Honda Civic (third generation) subcompact, the second generation Honda City supermini and the first generation Honda Today kei car. The Honda CR-X was the only three-door hatchback that adopted a fastback, sloping rear hatch "kammback" appearance, demonstrating a performance car appearance identified with Honda Verno products during the mid-1980s. In North America, the Accord coupe and hatchback models were offered instead. The "Aerodeck" name was reused on the Honda Civic 5-door stationwagon (station wagon), sold in the UK from 1996 to 2000. In parts of Continental Europe, the Accord five-door station wagon (station wagon) was also called the Accord Aerodeck from 1990 until 2008, when the name of the station wagon was renamed the "Accord Tourer". The Aero Deck was only available in Japan at Honda Clio dealerships as a variation of the Accord. The cargo handling abilities of the Aero Deck were ceded to the fourth generation Accord station wagon (station wagon) in 1990. The Aero Deck was unique to the Accord model line, as the Aero Deck was not available as a Honda Vigor, as the Accord and Vigor were mechanically identical. The AeroDeck returned an aerodynamic value of .34, and the 2600 mm wheelbase returned a spacious interior for both front and rear passengers, on par with a mid-size sedan. Unfortunately, the appearance was not well received in Japan, as the introduction of the Accord Coupe was more well liked. The appearance was more popular in the United Kingdom. The Aerodeck was equipped with a four-wheel double wishbone suspension, which gave both a comfortable ride and cornering performance. In addition, speed-sensitive power steering is included, which gives the car easy turning assistance at speeds below 40 kilometres per hour (25 mph) during operation, such as parallel parking. Note that the top model in Japan "2.0Si" is to 4w-ALB (4-wheel ABS ) are standard equipment (with option to upgrade in other trim packages). Visibility from the driver's seat and passenger seat was better due to the lower instrument panel design of the front window and a large windshield. And switches are arranged efficiently and at the time was the driving position can be fine-tuned adjustments. Because of the shape of the vehicle and the flat roof that continued to the rear of the vehicle, opening the rear hatch had some drawbacks in low clearance environments. The lower part of the hatch was not like one used on a station wagon that went all the way down to the rear bumper, so loading cargo into the back wasn't as convenient as a conventional station wagon with a one piece hatchback. The rear hatch also wrapped into the rear roof, similar to a gull wing door so that the rear glass was in two pieces, one for the back window, and another partially on the rear roof. When open, the hatch rose above the roof at a right angle, providing additional overhead clearance when the hatch was open. Moreover, because of the emphasis on aiding rear-seat passenger entry, a longer front door was installed, and because power windows were not installed on the lower trim packages "LX", "LX-S" and as such, the window regulator opening felt heavy. Tenth generation (2018–present) The tenth generation Accord was unveiled on July 14, 2017.[49] Production began on September 18, 2017, and sales began on October 18, 2017 in the United States as a 2018 model.[50] It was also released in Canada on October 27, 2017.[ The vehicle is equipped with standard Honda Sensing on all models, and a base 1.5 L VTEC Turbo four-cylinder engine that produces 143 kW (192 hp; 194 PS) and 260 N⋅m (190 lbf⋅ft) of torque, mated to a 6-speed manual or continuously variable transmission (CVT). The optional 2.0 L VTEC Turbo four-cylinder engine, which replaced the V6 engine option, was available beginning December 2017. This engine is based on the design of the engine offered in the Civic Type R, but with a smaller turbocharger and more conventional camshaft. The engine, which produced 188 kW (252 hp; 256 PS) and 370 N⋅m (270 lbf⋅ft) of torque is mated to a 6-speed manual or 10-speed automatic transmission. With this generation, the Accord is now exclusively offered as a four-door sedan, the coupe variant being discontinued. The ASEAN (Southeast Asian) market tenth-generation Accord debuted at the Thailand International Motor Expo on 28 November 2018. It will be available in that market in early 2019.
  4. It honestly feels like yesterday. The hot sun of the Côte d’Azur, the zig-zag tarmac staircase of the Col de Braus clambering up sun-bleached crags. Echoing off the rocks is the keening of the then-new Honda S2000, while tucked into its wake are three of the best late-’90s sports cars – Porsche Boxster, TVR Griffith 500 and Lotus Elise. That feature – ‘The Hunter and the Hunted’ – was one of the defining group tests from the early days of evo (issue 009 to be precise). Long days, fabulous roads, many miles of hard, fast driving and a typically uncompromising verdict: the S2000 missed the mark. So why are we celebrating it in our Icons series? Because now as then, the prospect of a light, powerful, ultra-high-revving two-seater rear-drive sports car is something to get the juices flowing. Still, when editor Gallagher – who was also on that original test – asked me if I’d like to revisit the S2000, it felt like we were going to give a beaten dog one last kicking. That said, the passage of so many years can alter the context by which you judge a car. And the Honda surely deserves a shot at redemption. One thing is for certain: in these days of forced induction and twin-clutch transmissions, the S2000’s specification reads like the stuff of dreams. You’ll struggle to find anything close to its absolute banshee of a naturally aspirated four-cylinder motor, with its stratospheric red line and scarcely believable specific output. Let alone one mated to a six-speed manual transmission that, as any car bore will tell you, is an all-time benchmark for the stick-shift. The classic front-engine, rear-drive sports car recipe was one we had grown used to Mazda owning with the MX-5, so when Honda muscled in with a considerably more potent and advanced interpretation to celebrate the company’s 50th anniversary, we really sat up and took notice: its promise was considerable and compelling. The wrapping wasn’t half bad either – a sharp dagger of a profile with aquiline features that borrowed little from existing rivals but didn’t try too hard. It’s still a handsome car today, though its stance and modest wheels have less impact than they did, which betrays its age somewhat. As does its size. It’s pleasingly small from the outside, and actually on the cramped side once you get in, with the shallow dash and skinny door cards emphasising your proximity to the windscreen and the outside world. The seats are comfortable and locate you well, but you’re perched a little too high, so you look down on the non-adjustable steering wheel rather than at it. The pedals are offset slightly to the right but nicely spaced. The brake pedal is firm, with enough give in it for finessing downshifts with a heel-and-toe blip whether you’re working the pedal with maximum pressure or just rowing along at moderate pace. I’d forgotten about the digital dashboard – what motoring journalists before my time would have quaintly described as ‘Tokyo by night’ – and its lo-fi whiff of Atari or Texas Instruments. In an age of retina displays and OLEDs it could look embarrassingly dated, but to be fair the instrument pack still looks surprisingly good and works well. The overall build quality is impressive, too, just as you’d expect from a Honda. There are a few squeaks and rattles, but these tend to go with the territory in small, light convertible sports cars. Handy switchgear – extended, soft- contoured toggles that actually operate like rockers – sprout from the dash, while a big red starter button (a novelty in those days) takes pride of place on the far right. Pleasingly, there’s something reminiscent of the early NSX about the clear ergonomics and white-on-black typeface used to label everything. The cockpit of an S2000 is a good place to be. The 2-litre in-line four-cylinder engine has always been the star of the show with the S2000, but it takes a while to warm to it. Start it up and it sounds a bit tinny and resonant, both at idle and moderate revs; that’s in complete contrast to the uncanny smoothness and ferocity it displays as you hunt the red line. The vital stats remain exceptional: 237bhp at 8300rpm from 1997cc. In Japan, where the F20C engine ran with a higher compression ratio (11.7:1 compared with 11.0:1) it gave 10bhp more for a world-beating specific output of 124bhp per litre. And all without the aid of turbo- or supercharging. Torque is in short supply, with just 153lb ft at a whopping 7500rpm. Red line? 8800rpm. Rev limiter? 9000rpm. Back in 1999 this was the exclusive realm of supercars. Below 5000rpm it feels hollow – in the context of 2017, almost empty, with that void in the power and torque curves only filled out once the VTEC system has woken and starts to work its magic. As a consequence you initially wonder what all the fuss is about. You can easily drive it for ten or twenty minutes and never get anywhere near the VTEC zone. Depending on your outlook this is either hugely frustrating and a bit of a waste of time, or simply an extended period of گل ولنتاین foreplay before the real fun begins. Whichever way you slice it, you most definitely look forward to the moment you can feel and hear the hot cam profiles come into play, revs building and building until the VTEC takes effect and illuminates the performance like a light switching on. This zone is the nub of the S2000 experience and the root of the VTEC’s cult following. If anything it feels so much more special these days, because although turbocharging has given us far more accessible and abundant performance, nothing else has that purity of concept or singularity of experience. It’s not all down to the engine, though. We’ve banged the manual gearbox drum for years now, but very few, if any, of the manual cars we’ve celebrated compares to the S2000. Its shift has a terrific sense of mechanical connection – boosted by the tactility of the cold metal ball that tops the gearlever – combined with the speed and binary consistency of a switch. The real beauty of it is you can snick it through nonchalantly at low speeds or snap it through as fast as your wrist can punch it through the narrow yet precise gate. It’s a perfect mate for the engine, which needs keeping at a rolling boil if you’re to drop into the VTEC zone with each upshift. Steely, sharp and apparently bulletproof, it’s a marvel of tight tolerances and endless fine-tuning by engineers and drivers obsessed with speed and precision. With its motor sitting way back in the nose, the S2000 is very much front-mid- engined, with most of its 1260kg mass centred within the wheelbase. Later ‘AP2’ models introduced from 2004 benefitted from 17-inch wheels, revised spring/ damper tuning and tweaked geometry in an effort to tame the transition to oversteer and tone down the twitchiness. (North American AP2s also got a larger, 2.2-litre engine with a touch more torque but a lower red line.) Our test car is a GT Edition 100, built at the end of the S2000’s life, so benefits from these mid- life dynamic changes. It’s been too long since I drove an early car to give a detailed appraisal of how the AP1 and AP2 compare, but what I can say is this car offers more connection and less twitchiness than admittedly faded memories had me expect. On a warm, dry road you’ve got plenty of reassurance that the car will stick, even if you still haven’t got truly detailed steering feel. However, there are times – mainly in cool, damp conditions – when there are hints of the spiky original. It’s best to treat the S2000 with care on slippery tarmac. Much of this is because there’s a slight resistance to the steering, like a piece of elastic being slowly stretched. It’s quick- witted, but there’s a slight stickiness to the initial inputs, and because of that lack of feel at the point of turning in, you often put more load into the front end (the outside front in particular) than you intend or realise. With less margin left than you think, any subsequent use of the throttle mid-corner to adjust the attitude of the car brings a greater change than you’re expecting. What it requires you to do is build a sense of what’s happening where tyres meet tarmac. But you can only do this by combining the fragmented and sometimes patchy feedback you get from the front wheels, the steering wheel, the rear wheels and the seat of your pants. For a while it’s a bit like making a jigsaw without the benefit of a picture to work to, but stick at it and slowly the S2000’s intentions become more clear, at which point you can explore the limits of grip and traction without feeling like you’re one step behind the car. What you come to appreciate is that the S2000 relies on the right road for the driving experience to crystallise into Honda’s vision of what a no-nonsense sports car should be. Awkwardly paced traffic ruthlessly exposes the lack of torque – overtaking slower cars requires much forward planning, patience and effort – but if you get a clear run the S2000 enters a zone few cars can get close to. There’s a race car focus and steely resolve about the way it chases revs. Second, third and fourth gears have tremendous reach, certainly enough to string most corners together, and the noise that engine makes when working fit to burst is something otherworldly. If you’ve never been in an S2000 before you’d be shocked by the intensity that comes with such high revs and its furious work-rate. If, like me, you look for a sports car to have a complete and well-matched skill set, it’s regrettable that Honda blessed the S2000 with an engine and gearbox that are so clearly at the top of their games while the steering and chassis lack the same level of detail development, finesse and absolute precision. Still, you’d have to be a cold-hearted soul not to concede that there’s much to be said for a car that aims for the highest highs in one or two areas, even if that pursuit results in other areas of arguably equal importance falling short. How much value you place on the unquestionably stand-out areas depends on how long you’re prepared to wait for those fleeting, crazy, full-on moments that define the S2000. For some that rush is priceless, for others it can never compensate for the dynamic shortfalls or the all-or-nothing performance of the engine. So the S2000 remains a work of flawed genius. One capable of delivering moments of absolute inspiration, but laced with spells of abject frustration. Same as it ever was, then, except the passage of time has only served to intensify those facets of its character that have never been anything less than electrifying, while softening the impact of the chassis’ shortcomings. For diehard fans it matters not that the planets rarely align perfectly enough to experience the full ferocity of that high- altitude VTEC zone, at least for sustained periods. What matters is that, when they do, there’s nothing quite like the way the S2000 homes in on 9000rpm. Or how it connects you so completely to the process of wringing-out every last drop of performance. For that alone we have to salute Honda’s single-minded sports car. There never was, and never will be, anything else quite like it.
  5. m.yuri

    2019 Honda Accord

    MODEL OVERVIEW One of the longest-running vehicles in the midsize class, the Honda Accord is also one of the best selling cars in the U.S. Available with four- or six-cylinder engines, manual or automatic transmissions, and coupe or sedan body styles, the Accord has a diverse lineup that offers something for most tastes. History The Honda Accord first appeared in 1976 and is now one of the most recognizable names in Honda’s vehicle lineup. It was also the first vehicle Honda manufactured in the U.S. when it opened its first U.S. plant in Marysville, Ohio. Originally sized as a compact car, the Accord eventually grew and moved into the midsize segment by the 1990s. From 2008 onwards, the EPA has classified the Honda Accord as a large sedan. A hybrid variant of the Accord appeared for the seventh generation and was sold from 2005 to 2007. Unlike most hybrids of that time, the Accord Hybrid was tuned for better straight-line performance and had a Motor-Trend tested 0-60 time of 6.9 seconds, only 0.3 seconds slower to 60 than a 2005 Accord V-6 we tested. Coupe variants of the Accord have been produced since the car’s third generation. Honda produced a wagon body style for the third and fourth generation of the Accord but has since been discontinued. The smaller European-spec eighth-generation Accord was also sold alongside the larger U.S.-spec Accord as the Acura TSX. The wagon version was also sold in the U.S. for a short time as the Acura TSX Sport Wagon in the early 2010s, before the TSX was replaced by the TLX. From 2010 to 2015, Honda sold a crossover variant of the Accord called the Crosstour and it was available with either a four- or six-cylinder engine and in front- or all-wheel-drive configurations. The Latest Generation Compared to its predecessor, the ninth-generation Accord is not much different when it comes to exterior styling. In terms of size, the current generation Accord is still a large car and has an expansive interior as well as a large trunk. Honda offered a plug-in hybrid variant of the Accord alongside a standard hybrid before the current model was refreshed, and the plug-in model has since been discontinued as Honda prepares a lineup of ultra-efficient Clarity cars. The current-generation Accord was refreshed for the 2016 model year and it now comes with an updated infotainment system featuring Apple CarPlay and Android Auto integration, and full LED lighting on higher trim levels. In a 2016 First Drive, we said that the Accord is a well-rounded vehicle. “The 2.4-liter inline-four produces 185 hp (or 189 hp in Sport sedan trim) and is lively at full throttle for a standard engine in a midsize sedan,” we said. Steering is quick but doesn’t have much feel but handling is good for the class. The non-plug-in Accord Hybrid has returned for the 2017 model year with a revised powertrain, giving it better fuel economy and a total system output of 212 hp. We said in a First Drive that the car feels responsive and quicker than it actually is thanks to the 2.0-liter I-4 and electric motor working together seamlessly. “The Honda offers the spacious back seat you’d expect of an Accord, however, with enough legroom to get comfortable on a road trip until someone wants a snack or a bathroom break,” we noted. Why You’d Consider One If space, practicality, and excellent visibility matter to you, the Honda Accord will be a great choice. If you’re looking for a mainstream midsize car that still offers a slick manual transmission, the Accord is one of the few available that also happens to be affordable. Why You’d Look Elsewhere If you’re looking for a midsize sedan that sacrifices a bit of practicality or efficiency for driving fun, the Honda Accord may not do the trick for you. Although it does drive well, it’s not as exciting as entries such as the Mazda6. Additionally, even though we appreciate the Accord’s available 19-inch wheels and some may prefer the slightly conservative design, other midsize sedans have bolder exterior designs. Honda Accord Versus the Competition Which Is Better: Honda Accord or Toyota Camry? The Toyota Camry and the Accord finish neck and neck in our midsize car rankings. Both cars feature high-end interior materials, expansive cabins, plenty of standard driver assistance features, and great fuel economy estimates. There are a few key differences, however. The Honda offers two turbo-four engines, and the Toyota comes with either a four-cylinder or V6 engine. All provide plenty of power, but the Camry's V6 has nearly 50 more horsepower than the Accord’s most-powerful turbo-four. However, the Accord has a bit more torque and is quicker off the line thanks to its turbocharger. Both cars have agile handling and smooth rides, but the Camry is a little more fun to drive. The Accord has a larger trunk and available Android Auto (unavailable in the Camry). Both are terrific cars; you can't go wrong with either. Which Is Better: Honda Accord or Nissan Altima? The Nissan Altima is another high-ranking midsize car that boasts great fuel efficiency, good power from both of its engines, compliant handling, and a spacious cabin. Additionally, it comes standard with Android Auto and Apple CarPlay, which are only optional in the Accord. While the Altima isn’t a bad choice, the Accord is superior because it has a more engaging drive, more space, and nicer cabin materials. Compare the Accord, Camry, and Altima » Accord Interior How Many People Does the Accord Seat? The Accord seats up to five people in two rows. Most adults will find plenty of room in both rows. Rear-seat legroom is especially abundant, though taller passengers may wish for additional rear-seat headroom. Some people may find the Accord's seating position too low. Cloth upholstery is standard, and heated seats, leather-trimmed seats, and power-adjustable front seats are available. Accord and Car Seats There are two sets of LATCH car-seat connectors on the rear outboard seats. The middle seat has an upper tether and the ability to borrow lower anchors from the adjoining seats when they are not in use. Accord Interior Quality Despite having some second-rate plastics, the Accord's interior is well-built and filled with soft-touch materials. Some reviewers even say that some of the Accord's climate and audio controls have an Audi-esque look and feel. Accord Cargo Space The Accord's trunk has an above-average capacity of 16.7 cubic feet, which is enough space for more than a dozen grocery bags. However, the trunk's small opening may make it difficult to load larger items. Accord Infotainment, Bluetooth, and Navigation The 2019 Accord comes standard with an infotainment system with a 7-inch display screen, مبل ویلایی Bluetooth, a four-speaker stereo, and a USB port. Available features include an 8-inch touch screen, an eight- or 10-speaker audio system, HD Radio, Android Auto, and Apple CarPlay. The standard interface is nicely arranged and fairly easy to use, while physical buttons and control knobs make it simple to adjust climate and volume settings. Accord Performance Accord Engine: 2 Turbo Variants Powered by a 192-horsepower turbocharged 1.5-liter four-cylinder engine and a continuously variable automatic transmission (CVT), the base Accord has plenty of muscle for your daily commute. Heavy-footed drivers will likely prefer the optional 2.0-liter 252-horsepower turbo-four. This more-powerful engine comes with a 10-speed automatic transmission that delivers smooth and quick shifts. A six-speed manual transmission is available in the Sport trim. Accord Gas Mileage: Excellent for the Class With the base engine and the CVT, the Accord earns an EPA-estimated 30 mpg in the city and 38 mpg on the highway, which are above-average estimates for the class. Models with the 2.0-liter engine and the automatic transmission get 23/34 mpg city/highway. Accord Ride and Handling: Responsive and Composed The Accord's firm yet comfortable suspension allows it to confidently tackle twists and turns with precision while maintaining a smooth ride. The Accord comes with various driving modes to fine-tune your driving experience, and a Sport model is available for performance-minded shoppers. Some of the Sport model's enhancements include sport pedals, a manual transmission, and a rear spoiler. Accord Reliability Is the Honda Accord Reliable? The 2019 Accord does not yet have a predicted reliability rating from J.D. Power, but the nearly identical 2018 model has an above-average rating of four out of five. Honda Accord Warranty The Accord has a three-year/36,000-mile limited warranty and a five-year/60,000-mile powertrain warranty. Accord Safety Accord Crash Test Results As of this writing, neither the Insurance Institute for Highway Safety nor the National Highway Traffic Safety Administration has crash tested the 2019 Accord. The nearly identical 2018 model earned a Top Safety Pick designation and the highest rating of Good in all IIHS crash tests. The NHTSA gave the 2018 Accord a five-out-of-five-star overall rating. Accord Safety Features The Accord comes standard with the Honda Sensing system, which includes collision mitigation braking, forward collision warning, lane keep assist, lane departure warning, traffic sign recognition, and adaptive cruise control. A rearview camera and driver drowsiness monitoring are also standard. Available features include rear cross traffic alert and blind spot monitoring. Which Honda Accord Model Is Right for Me? The Accord comes in five trims: LX, Sport, EX, EX-L, and Touring. A Honda Accord hybrid is also available, which we review separately. The base LX trim comes with a lengthy list of active safety features along with a solid number of standard technology features. Most shoppers will be content with the base model, but if you’re interested in more connectivity and convenience features, you'll want to step up to the Sport trim or higher. The Sport trim adds features such as Android Auto, Apple CarPlay, and a power-adjustable driver's seat. The range-topping Touring trim is the most refined Accord: It comes with niceties like ventilated front seats and heated outboard rear seats. Honda Accord LX The base LX trim (MSRP: $23,720) comes with a 192-horsepower turbocharged four-cylinder engine mated to a continuously variable automatic transmission. It is loaded with standard safety features, including a rearview camera, driver drowsiness monitoring, adaptive cruise control, collision mitigation braking, lane keep assist, lane departure warning, forward collision warning, and traffic sign recognition. It also comes with an infotainment system that includes a four-speaker audio system, a 7-inch display screen, Bluetooth, and a USB port. Honda Accord Sport Starting at $26,180, the Sport trim features a six-speed manual transmission, a power-adjustable driver's seat, a leather-wrapped steering wheel, an eight-speaker audio system, an 8-inch touch screen, Apple CarPlay, Android Auto, fog lights, sport pedals, and a rear spoiler. You can add a continuously variable automatic transmission at no extra charge. For $4,530, you can upgrade to the 252-horsepower turbocharged four-cylinder engine paired with either a six-speed manual or a 10-speed automatic transmission. Honda Accord EX The EX trim will cost you $27,620. It adds a moonroof, heated front seats, blind spot monitoring, rear cross traffic alert, heated side mirrors, HD Radio, and satellite radio. Honda Accord EX-L The EX-L trim (MSRP: $30,120) adds leather-trimmed seats, driver's seat memory functions, and a 10-speaker premium audio system. You can add the 252-horsepower turbo-four engine and a 10-speed automatic transmission for $2,000. Honda Accord Touring The Touring trim starts at $34,990 and comes with the 252-horsepower turbo-four engine, a 10-speed automatic transmission, a head-up display, ventilated front seats, heated outboard rear seats, a wireless phone charger, mobile hot spot capability, navigation, voice recognition, adaptive cruise control, lane keep assist, and traffic sign recognition. Check out our U.S. News Best Price Program for great savings at your local Honda dealer. You can also find excellent manufacturer incentives on our Honda deals page.

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