View Poll Results: What do you like Better?
Accord Concept Rims and Bodykit
54
73.97%
2004 Acura TL A-Spec Bodykit and Rims
19
26.03%
Voters: 73. You may not vote on this poll
Honda: Accord News
08-20-2007, 11:21 PM
#1921
Full-Time IDIoT---DoH!!!
Join Date: Jan 2002
Location: DUMB ISLAND
Age: 42
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i cant understand how honda 4 the most part can make a such amazing car for its pricepoint w/the accord yet struggle to make an appealing uber sedan...i mean its new engine is 3.5L just like a 50K RL.....weird shit
08-20-2007, 11:39 PM
#1924
Full-Time IDIoT---DoH!!!
Join Date: Jan 2002
Location: DUMB ISLAND
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Received 16 Likes
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177hp and 190hp 4cyl engines
268hp VCM and nonVCM engines
this hp war is getting out of control IMO
keep in mind many of these new Accords fall in the hands of some of the newest and youngest drivers out there...4 god sakes, the 4cyl makes just as much hp as an 02 accord v6 did, plus u couldnt even get that v6 w/a manual
268hp VCM and nonVCM engines
this hp war is getting out of control IMO
keep in mind many of these new Accords fall in the hands of some of the newest and youngest drivers out there...4 god sakes, the 4cyl makes just as much hp as an 02 accord v6 did, plus u couldnt even get that v6 w/a manual
08-21-2007, 12:44 AM
#1927
Senior Moderator
And for the high-res...here's all the pics: http://www.leftlanenews.com/honda-accord.html
08-21-2007, 06:17 AM
#1931
Safety Car
MotorTrend: Accord #1; Camry #2
Head 2 Head: 2008 Accord vs 2007 Camry
By Ron Kiino
In the automotive world, there's no shortage of archrivals-two major players that battle for supremacy, day in and day out. Whether it's for sales titles, track times, or magazine comparison-test victories, being number one is an automaker's ultimate goal. From Camaro versus Mustang and Evo versus Sti to S-Class versus 7 Series and Supra versus Z, these combats of style, power, and agility have defined competitors throughout history. Today, no clash is more significant than...Accord versus Camry? You bet.Over the past decade, the Honda Accord and the Toyota Camry have waged war over "bestseller" bragging rights, with each moving around 400,000 per year. Camry has taken the title nine of the last 10 years, but Accord has always been right on its tail, even grabbing the title in 2001. For greater perspective, since Toyota introduced the Camry to the U.S. in 1983, it has sold nearly seven million copies; the Accord, which bowed in 1976, has found almost 10 million buyers.
Last year when Toyota introduced its seventh-generation Camry, the SE V-6 version -- mightiest of the lineup -- promptly laid claim as the most powerful (268 horses) and quickest (0 to 60 mph in 6.1 seconds and the quarter mile in 14.6 at 97.0 mph) Camry ever sold in America. Not only did it possess more horsepower than a Porsche Cayman, but it was also just as hasty to 60 and through the quarter mile as a 300-horse 2007 Jaguar XK. The new benchmark? Absolutely.
Honda's Accord, then in the final year of its seventh generation, was a stellar sedan in its own right. But in light of the new Camry, its age was beginning to show. As a company that prides itself on innovation, Honda is never happy when its most important model can be described as aged. For 2008, the tide has changed, as the only thing old about the Accord is its name.
Introduced to the media in Boston, the all-new Accord is fresher than an heirloom tomato at Whole Foods. Every aspect of the eighth-generation car, from styling and interior to engine and chassis, has been reworked. The hybrid has been dropped, as have LX trims for V-6-powered cars; the coupe gets sexy styling and an available six-speed manual (see sidebar), and there are two more-powerful four-cylinder options for the sedan (see sidebar). Rather than simply report our general impressions of the new Honda, we thought it wiser to commandeer a topline EX-L V-6 and pit it against the aforementioned king of the class, the Camry SE V-6. With a bit of finagling, some secrecy, and a 4 a.m. wakeup call, we managed to squeeze in a full day of comparative driving around Beantown.
Accord versus Camry. And may the best benchmark win.
The Challenger
"This looks like a BMW," says the valet at the Four Seasons as I exit the silver Accord. He should know, as he parks plenty of Bavaria's finest at the swanky hotel near Copley Square. Photog Vance agrees and, as he points out the character line that spans the length of the body as well as the Hofmeister kink in the C-pillar, I, too, begin seeing hints of the 3 and the 5 Series. There are traces of the Acura RL also, but overall the theme is quite Teutonic.
Armed with the more grownup facade -- the pushed out, raised nose; the six-point grille with chrome surround; the large, rakish headlamps; and prominent fender flares result in a more refined look -- the new Accord has, no surprise, grown up in size. With a passenger volume of 106.0 cubic feet (in the base car) and a trunk that swallows 14.0 cubic feet, the Accord is now classified as a large sedan, placing it in the same class as the Ford Taurus and the Toyota Avalon. Compared with the 2007 model, the 2008 is 3.2 inches longer, 1.1 inches wider, and 0.9 inch taller. Further, the wheelbase, at 110.2 inches, is 2.3 inches greater than its predecessor's and 0.9 inch longer than the Camry's.
The benefits of the larger body manifest in increases of nearly every interior dimension, notably 0.7 extra inch of front headroom, 0.4 inch more rear legroom, and 1.3 inches of additional front shoulder room. With the more capacious cockpit comes more freedom to enjoy the richer interior, which, in our EX-L tester, was fitted with leather upholstery, heated and power front seats, dual-zone automatic climate control, and a 270-watt audio system with XM Satellite Radio. Our tester also had the available nav system -- now controlled solely by a dash-mounted rotary knob a la the RL -- which brings Bluetooth capability to boot. Per Honda standards, interior quality is a step above the previous iteration's, and fit and finish are top notch.
While being bigger, the body is stronger and sleeker. By utilizing more high-strength steel (48 percent versus 39 for the 2007), a unit-body frame rail system that positions the rails above and inside the floor, and Honda's Advanced Compatibility Engineering body structure, which helps disperse energy and protect passengers in a frontal collision, the Accord boasts a 20-percent jump in torsional rigidity. Naturally, front, side, and curtain airbags are standard, as are active front head restraints. So when it comes to the all-important crash-test scores from NHTSA and IIHS, Honda projects the Accord will receive the highest. No projections are needed in the wind tunnel, though, as the Accord has already bettered its performance due to a drop in the coefficient of drag from 0.34 to 0.31.
The control-arm front suspension-an Accord hallmark-carries over, albeit with revised geometry, anti-roll bars, and spring and damper rates as well as the addition of a tower brace for added stiffness. The big news lies within the rear suspension, where an "in-wheel" multilink design supersedes the previous control-arm setup. Composed of an upper A-arm, two tubular lower links, and a single toe-control link, the rear suspension, according to Honda, provides 40-percent-greater lateral rigidity and improved ride, handling, and braking. Aiding in handling are a 10mm-lower center of gravity, a new Variable Gear Ratio steering system, and slightly wider 225/50R17 Michelin tires, which get stopping orders from four-wheel disc brakes with electronic force distribution and brake assist.
Those chassis enhancements will come in handy when prodding the 268 horsepower from the new 3.5-liter V-6. Up 24 horses and 37 pound-feet of torque (now at 248) over the previous 3.0-liter, the 3.5 features i-VTEC variable valve timing and, similar to the Odyssey minivan, Variable Cylinder Management. Unlike VCM in the Odyssey, though, which can switch only from six- to three-cylinder power, the Accord's system operates in six-, four-, or three-cylinder mode, the middle by deactivating one cylinder per bank and for, say, driving on the freeway at high speeds. With three-mode VCM, the Accord V-6, mated to a five-speed automatic, will achieve estimated fuel economy of 19/29 mpg-markedly superior to the 3.0 liter's 18/26 (2008 methods) -- while running on regular gas and meeting ULEV-2 and, in CARB states, PZEV standards.
The Incumbent
As with all incumbents, there's not much new to report on the Camry. If you're a reader of this magazine, you know its resume. Not only did the redesigned seventh-gen model win our coveted 2007 Car of the Year award, but in an April 2006 comparison test, the hybrid version spanked its greenie foe, the Accord Hybrid, and in a November 2006 comparo, an SE V-6 handed walking papers to three sporty rivals -- Chevy Malibu SS, Mitsubishi Galant Ralliart, and Nissan Altima SE-R. Toyota's top dog was also America's bestselling car in 2006, and, through the first half of 2007, it's once again leading the pack, on pace to sell over 480,000 units. Not bad for a year's work.
For this guerilla get-together, we rang the friendly folks at Toyota P.R. and were delighted to learn that a well-equipped SE V-6 resided on the East Coast. The most performance-oriented Camry available, it was the perfect choice for a rendezvous with its counterpart from Honda. Armed with identical horsepower and torque outputs as the Accord's V-6, the Camry's 3.5-liter delivers 19/28 mpg and ULEV-2 emissions. Though not as green as Honda's PZEV engine, Toyota's 24-valve mill provides virtually identical fuel economy, thanks in large part to the extra cog in its six-speed automatic, which, unlike the Accord's five-speed, offers a sport-oriented manual mode. The sport theme carries over to the chassis, too, with stiffer springs and dampers, larger anti-roll bars, a 10mm-lower ride height, 17-inch wheels, and body reinforcements, relative to lesser Camrys.
The Benchmark
Park these two sales giants next to each other and the overall appearances are similar. Both feature snubbed noses, more a byproduct of today's requisite pedestrian crash standards than a concession to boldness. In profile, the Accord's character line gives it more of an aggressive, fast-forward look, while from the rear each seems relatively drab, although the Camry's body kit and spoiler add some pizzazz. Nevertheless, the Accord's "sharp and strong" styling theme is just that in light of the Camry, giving it a richer, more distinguished body. Advantage: Accord.
Inside, the slightly larger Honda (101.0 cubic feet in our sunroof-equipped EX versus 100.0 cubic feet for the Camry) feels airier than the Toyota. Each offers plenty of room for four and decent space for five, but it's the Accord you'll want for impressing the in-laws. Sure, it's the added area, but more so it's the Honda's upscale level of luxury-the soft, gathered leather, the silver-rimmed gauges, and the driver-seat power lumbar support-that places it a smidge above the Toyota. Advantage: Accord.
With power and torque ratings effectively a wash, not to mention practically identical fuel economy, the two 3.5-liter engines are about as equal as they come. The Accord's PZEV rating in CARB states obviously trumps the lack of same in the Camry, but the Toyota's six-speed automatic, replete with the seamless and swift manual mode, outclasses the Accord's five-speed, which seems as refined but misses the connectedness of full manual control. It's a close call here, but powertrains cross the finish line in a tie. Advantage: Push
The roads around Boston aren't known for buttery surfaces, as harsh winters, humid summers, and heavy traffic render them cracked, rippled, and potholed. While not ideal for residents, these conditions are idyllic for testing ride compliance. The Toyota, the enthusiast's example of the Camry lineup, feels noticeably stiffer than the Accord, transmitting more road irregularities and feeling a bit less forgiving. Nonetheless, the SE's all-strut suspension is still well damped and not rough by any means.
The Honda, on the other hand, strikes a better balance between providing tactile road feel and eliminating harshness, a compromise that, as with the BMW 3 Series, the Accord seems to have mastered. Presented with bends in the road, the Camry quickly makes it known it's the hungrier of the two, devouring turn after turn with minimal fuss and surprisingly brisk speed. If Toyota claimed its TRD racing arm had created the family man's dream driver, you'd believe it. The Accord, while not as lively through the turns as the SE, still feels buttoned down and competent in the curves, offering crisp, communicative steering, and the flattest handling traits of any Accord sedan to date. Advantage: Push.
Donning sportier duds, a ritzier cabin, and a powertrain and chassis on par with those of the Camry, the all-new Accord edges ahead to take Round One of this epic battle. Still the number-one contender, the Camry will no doubt be back for Round Two, perhaps in hybrid form, when the rumored Accord diesel makes its debut. For now, though, the Accord reigns as the best of the best-the benchmark.
1st Place: Honda Accord EX-L V-6
Sportier dress, ritzier cabin, and powertrain and chassis on par with any of its foes.
2nd Place: Toyota Camry SE V-6
Best of the rest, this player will certainly return to fight another day. Perhaps in a hybrid persona?
25 or 6 to 4
If your budget tops out at $25,000 and a V-6 doesn't make sense when a four-cylinder will suffice, then an Accord sedan with a 16-valve engine presents a compelling case. Offered in LX, LX-P, EX, and EX-L trims, and with pricing estimated at around 2007 levels ($21,000 to $24,000), the Accord sedan gets two new 2.4-liter four-bangers, one producing 177 horsepower at 6500 rpm and 161 pound-feet at 4300 (LX trims) and the other, thanks to a tweaked Powertrain Control Module and a high-flow muffler, 190 horsepower at 7000 and 162 pound-feet at 4400 (EX versions). A five-speed manual or automatic can be paired with either engine, both of which run on regular gas and meet ULEV-2 or PZEV emission standards.
With the previous-generation's Value Package trim gone, the LX takes the entry-level title, but there's nothing "entry level" about it. Standard features include 16-inch wheels with 215/60R16 Dunlop rubber, four-wheel disc brakes with ABS and EBD, stability and traction control, active front head restraints, power mirrors, and steering-wheel-mounted audio and cruise-control buttons. The LX-P adds alloy wheels, a power driver's seat, an alarm, and a chrome exhaust tip.
The spicier EX has 17-inch alloys, power moonroof, six-CD changer, heated mirrors, driver-seat power lumbar support, and a front tower brace with sportier suspension tuning. The EX-L incorporates leather-covered seats (heated front), a 270-watt audio system, dual-zone auto climate control, and an available nav system with Bluetooth--anyone looking for an Acura TSX with more room and a few grand on the hood?
One two-door punch
Whether your nest is empty or you simply value style over utility, the Accord coupe is the next best Honda to a Civic Si. Sharing only sideview mirrors and door handles with the sedan, the coupe's sassy sheetmetal drapes over a 107.9-inch wheelbase, 2.3 inches shorter than the sedan's but 2.8 inches longer than the 2007 coupe's. A near mirror image to the Accord Coupe Concept that wowed the press and public at January's Detroit auto show, the new coupe is 3.1 inches longer, 1.4 inches wider, and 0.7 inch taller than its forebear, resulting in over an inch of extra rear legroom and over two inches of additional front shoulder room.
Honda offers the coupe in LX-S, EX, EX-L, EX-L V-6, and EX-L V-6 six-speed variations, the last (pictured) fitted with a six-speed manual trans, 18-inch wheels, and a unique 3.5-liter VTEC V-6 that comes without VCM for better low- and midrange performance. Output is identical to that of the i-VTEC VCM engine, but fuel economy drops to 17/25 mpg, and the emissions rating is solely ULEV-2. All four-cylinder trims are powered by the 190-horse engine and, because of their sportier intent, receive 17-inch alloys and a front tower brace with a tauter suspension. The last time a Honda coupe offered these levels of style and performance it wore the Prelude nameplate.
2008 Honda Accord EX-L V-6 2007 Toyota Camry SE V-6
POWERTRAIN/CHASSIS
Drivetrain layout Front engine, FWD Front engine, FWD
Engine type 60-deg V-6 alum block/heads 60-deg V-6 alum block/heads
Valvetrain SOHC 4 valves/cyl DOHC 4 valves/cyl
Displacement 211.8 cu in/3471 cc 210.9 cu in/3456 cc
Compression ratio 10.5:1 10.8:1
Power (SAE net) 268 hp @ 6000~6200 rpm 268 hp @ 6200 rpm
Torque (SAE net) 248 lb-ft @ 5000 rpm 248 lb-ft @ 4700 rpm
Redline 6800 rpm 6400 rpm
Weight to Power 13.2 lb/hp 13.1 lb/hp
Transmission 5-speed automatic 6-speed automatic
Axle/final-drive ratios 4.31/2.64 3.69:1/2.24:1
Suspension, front; rear Control arms, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; struts, coil springs, anti-roll bar
Steering ratio 13.1:1 16.0:1
Turns lock-to-lock 2.6 3.2
Brakes, f;r 11.8-in vented disc; 11.1-in disc, ABS 11.7-in vented disc; 11.1-in disc, ABS
Wheels 7.5 x 17 in, cast aluminum 7.0 x 17 in, cast aluminum
Tires 225/50R17 93V Michelin Pilot HX MXM4 215/55R17 93V Toyo Proxes J33
DIMENSIONS
Wheelbase 110.2 109.3
Track, f;r 62.2/62.2 62.0/61.6
Length x width x height 194.3 x 72.7 x 58.1 in 189.2 x 71.7 x 57.5 in
Turning circle 37.0 ft 36.1 ft
Curb weight 3519 lb 3519 lb
Weight dist, f/r 62/38% 61/39%
Seating capacity 5 5
Headroom, f/r 39.0/37.2 in 38.8/37.8 in
Legroom, f/r 42.5/37.2 in 41.7/38.3 in
Shoulder room, f/r 58.2/56.4 in 57.8/56.9 in
Cargo volume 14.0 cu ft 14.5 cu ft
TEST DATA
Acceleration to mph
0-60 6.5 sec (est) 6.1 sec
Quarter mile 14.8 sec @ 95.0 mph (est) 14.6 sec @ 97.0 mph
CONSUMER INFO
Base Price $28,000 (est) $25,435
Price As Tested $30,000 (est) $30,378
Stability/traction control Yes/yes Yes/yes
Airbags Dual front, front side, f/r curtain Dual front, front side, f/r curtain, driver knee
Basic warranty 3 yrs/36,000 miles 3 yrs/36,000 miles
Powertrain warranty 5 yrs/36,000 miles 5 yrs/60,000 miles
Roadside assistance N/A N/A
Fuel capacity 18.5 gal 18.5 gal
EPA city/hwy econ 19/29 mpg 19/28 mpg (2008 figures)
CO2 emissions 0.86 lb/mile 0.87 lb/mile
Recommended fuel Unleaded Unleaded
By Ron Kiino
In the automotive world, there's no shortage of archrivals-two major players that battle for supremacy, day in and day out. Whether it's for sales titles, track times, or magazine comparison-test victories, being number one is an automaker's ultimate goal. From Camaro versus Mustang and Evo versus Sti to S-Class versus 7 Series and Supra versus Z, these combats of style, power, and agility have defined competitors throughout history. Today, no clash is more significant than...Accord versus Camry? You bet.Over the past decade, the Honda Accord and the Toyota Camry have waged war over "bestseller" bragging rights, with each moving around 400,000 per year. Camry has taken the title nine of the last 10 years, but Accord has always been right on its tail, even grabbing the title in 2001. For greater perspective, since Toyota introduced the Camry to the U.S. in 1983, it has sold nearly seven million copies; the Accord, which bowed in 1976, has found almost 10 million buyers.
Last year when Toyota introduced its seventh-generation Camry, the SE V-6 version -- mightiest of the lineup -- promptly laid claim as the most powerful (268 horses) and quickest (0 to 60 mph in 6.1 seconds and the quarter mile in 14.6 at 97.0 mph) Camry ever sold in America. Not only did it possess more horsepower than a Porsche Cayman, but it was also just as hasty to 60 and through the quarter mile as a 300-horse 2007 Jaguar XK. The new benchmark? Absolutely.
Honda's Accord, then in the final year of its seventh generation, was a stellar sedan in its own right. But in light of the new Camry, its age was beginning to show. As a company that prides itself on innovation, Honda is never happy when its most important model can be described as aged. For 2008, the tide has changed, as the only thing old about the Accord is its name.
Introduced to the media in Boston, the all-new Accord is fresher than an heirloom tomato at Whole Foods. Every aspect of the eighth-generation car, from styling and interior to engine and chassis, has been reworked. The hybrid has been dropped, as have LX trims for V-6-powered cars; the coupe gets sexy styling and an available six-speed manual (see sidebar), and there are two more-powerful four-cylinder options for the sedan (see sidebar). Rather than simply report our general impressions of the new Honda, we thought it wiser to commandeer a topline EX-L V-6 and pit it against the aforementioned king of the class, the Camry SE V-6. With a bit of finagling, some secrecy, and a 4 a.m. wakeup call, we managed to squeeze in a full day of comparative driving around Beantown.
Accord versus Camry. And may the best benchmark win.
The Challenger
"This looks like a BMW," says the valet at the Four Seasons as I exit the silver Accord. He should know, as he parks plenty of Bavaria's finest at the swanky hotel near Copley Square. Photog Vance agrees and, as he points out the character line that spans the length of the body as well as the Hofmeister kink in the C-pillar, I, too, begin seeing hints of the 3 and the 5 Series. There are traces of the Acura RL also, but overall the theme is quite Teutonic.
Armed with the more grownup facade -- the pushed out, raised nose; the six-point grille with chrome surround; the large, rakish headlamps; and prominent fender flares result in a more refined look -- the new Accord has, no surprise, grown up in size. With a passenger volume of 106.0 cubic feet (in the base car) and a trunk that swallows 14.0 cubic feet, the Accord is now classified as a large sedan, placing it in the same class as the Ford Taurus and the Toyota Avalon. Compared with the 2007 model, the 2008 is 3.2 inches longer, 1.1 inches wider, and 0.9 inch taller. Further, the wheelbase, at 110.2 inches, is 2.3 inches greater than its predecessor's and 0.9 inch longer than the Camry's.
The benefits of the larger body manifest in increases of nearly every interior dimension, notably 0.7 extra inch of front headroom, 0.4 inch more rear legroom, and 1.3 inches of additional front shoulder room. With the more capacious cockpit comes more freedom to enjoy the richer interior, which, in our EX-L tester, was fitted with leather upholstery, heated and power front seats, dual-zone automatic climate control, and a 270-watt audio system with XM Satellite Radio. Our tester also had the available nav system -- now controlled solely by a dash-mounted rotary knob a la the RL -- which brings Bluetooth capability to boot. Per Honda standards, interior quality is a step above the previous iteration's, and fit and finish are top notch.
While being bigger, the body is stronger and sleeker. By utilizing more high-strength steel (48 percent versus 39 for the 2007), a unit-body frame rail system that positions the rails above and inside the floor, and Honda's Advanced Compatibility Engineering body structure, which helps disperse energy and protect passengers in a frontal collision, the Accord boasts a 20-percent jump in torsional rigidity. Naturally, front, side, and curtain airbags are standard, as are active front head restraints. So when it comes to the all-important crash-test scores from NHTSA and IIHS, Honda projects the Accord will receive the highest. No projections are needed in the wind tunnel, though, as the Accord has already bettered its performance due to a drop in the coefficient of drag from 0.34 to 0.31.
The control-arm front suspension-an Accord hallmark-carries over, albeit with revised geometry, anti-roll bars, and spring and damper rates as well as the addition of a tower brace for added stiffness. The big news lies within the rear suspension, where an "in-wheel" multilink design supersedes the previous control-arm setup. Composed of an upper A-arm, two tubular lower links, and a single toe-control link, the rear suspension, according to Honda, provides 40-percent-greater lateral rigidity and improved ride, handling, and braking. Aiding in handling are a 10mm-lower center of gravity, a new Variable Gear Ratio steering system, and slightly wider 225/50R17 Michelin tires, which get stopping orders from four-wheel disc brakes with electronic force distribution and brake assist.
Those chassis enhancements will come in handy when prodding the 268 horsepower from the new 3.5-liter V-6. Up 24 horses and 37 pound-feet of torque (now at 248) over the previous 3.0-liter, the 3.5 features i-VTEC variable valve timing and, similar to the Odyssey minivan, Variable Cylinder Management. Unlike VCM in the Odyssey, though, which can switch only from six- to three-cylinder power, the Accord's system operates in six-, four-, or three-cylinder mode, the middle by deactivating one cylinder per bank and for, say, driving on the freeway at high speeds. With three-mode VCM, the Accord V-6, mated to a five-speed automatic, will achieve estimated fuel economy of 19/29 mpg-markedly superior to the 3.0 liter's 18/26 (2008 methods) -- while running on regular gas and meeting ULEV-2 and, in CARB states, PZEV standards.
The Incumbent
As with all incumbents, there's not much new to report on the Camry. If you're a reader of this magazine, you know its resume. Not only did the redesigned seventh-gen model win our coveted 2007 Car of the Year award, but in an April 2006 comparison test, the hybrid version spanked its greenie foe, the Accord Hybrid, and in a November 2006 comparo, an SE V-6 handed walking papers to three sporty rivals -- Chevy Malibu SS, Mitsubishi Galant Ralliart, and Nissan Altima SE-R. Toyota's top dog was also America's bestselling car in 2006, and, through the first half of 2007, it's once again leading the pack, on pace to sell over 480,000 units. Not bad for a year's work.
For this guerilla get-together, we rang the friendly folks at Toyota P.R. and were delighted to learn that a well-equipped SE V-6 resided on the East Coast. The most performance-oriented Camry available, it was the perfect choice for a rendezvous with its counterpart from Honda. Armed with identical horsepower and torque outputs as the Accord's V-6, the Camry's 3.5-liter delivers 19/28 mpg and ULEV-2 emissions. Though not as green as Honda's PZEV engine, Toyota's 24-valve mill provides virtually identical fuel economy, thanks in large part to the extra cog in its six-speed automatic, which, unlike the Accord's five-speed, offers a sport-oriented manual mode. The sport theme carries over to the chassis, too, with stiffer springs and dampers, larger anti-roll bars, a 10mm-lower ride height, 17-inch wheels, and body reinforcements, relative to lesser Camrys.
The Benchmark
Park these two sales giants next to each other and the overall appearances are similar. Both feature snubbed noses, more a byproduct of today's requisite pedestrian crash standards than a concession to boldness. In profile, the Accord's character line gives it more of an aggressive, fast-forward look, while from the rear each seems relatively drab, although the Camry's body kit and spoiler add some pizzazz. Nevertheless, the Accord's "sharp and strong" styling theme is just that in light of the Camry, giving it a richer, more distinguished body. Advantage: Accord.
Inside, the slightly larger Honda (101.0 cubic feet in our sunroof-equipped EX versus 100.0 cubic feet for the Camry) feels airier than the Toyota. Each offers plenty of room for four and decent space for five, but it's the Accord you'll want for impressing the in-laws. Sure, it's the added area, but more so it's the Honda's upscale level of luxury-the soft, gathered leather, the silver-rimmed gauges, and the driver-seat power lumbar support-that places it a smidge above the Toyota. Advantage: Accord.
With power and torque ratings effectively a wash, not to mention practically identical fuel economy, the two 3.5-liter engines are about as equal as they come. The Accord's PZEV rating in CARB states obviously trumps the lack of same in the Camry, but the Toyota's six-speed automatic, replete with the seamless and swift manual mode, outclasses the Accord's five-speed, which seems as refined but misses the connectedness of full manual control. It's a close call here, but powertrains cross the finish line in a tie. Advantage: Push
The roads around Boston aren't known for buttery surfaces, as harsh winters, humid summers, and heavy traffic render them cracked, rippled, and potholed. While not ideal for residents, these conditions are idyllic for testing ride compliance. The Toyota, the enthusiast's example of the Camry lineup, feels noticeably stiffer than the Accord, transmitting more road irregularities and feeling a bit less forgiving. Nonetheless, the SE's all-strut suspension is still well damped and not rough by any means.
The Honda, on the other hand, strikes a better balance between providing tactile road feel and eliminating harshness, a compromise that, as with the BMW 3 Series, the Accord seems to have mastered. Presented with bends in the road, the Camry quickly makes it known it's the hungrier of the two, devouring turn after turn with minimal fuss and surprisingly brisk speed. If Toyota claimed its TRD racing arm had created the family man's dream driver, you'd believe it. The Accord, while not as lively through the turns as the SE, still feels buttoned down and competent in the curves, offering crisp, communicative steering, and the flattest handling traits of any Accord sedan to date. Advantage: Push.
Donning sportier duds, a ritzier cabin, and a powertrain and chassis on par with those of the Camry, the all-new Accord edges ahead to take Round One of this epic battle. Still the number-one contender, the Camry will no doubt be back for Round Two, perhaps in hybrid form, when the rumored Accord diesel makes its debut. For now, though, the Accord reigns as the best of the best-the benchmark.
1st Place: Honda Accord EX-L V-6
Sportier dress, ritzier cabin, and powertrain and chassis on par with any of its foes.
2nd Place: Toyota Camry SE V-6
Best of the rest, this player will certainly return to fight another day. Perhaps in a hybrid persona?
25 or 6 to 4
If your budget tops out at $25,000 and a V-6 doesn't make sense when a four-cylinder will suffice, then an Accord sedan with a 16-valve engine presents a compelling case. Offered in LX, LX-P, EX, and EX-L trims, and with pricing estimated at around 2007 levels ($21,000 to $24,000), the Accord sedan gets two new 2.4-liter four-bangers, one producing 177 horsepower at 6500 rpm and 161 pound-feet at 4300 (LX trims) and the other, thanks to a tweaked Powertrain Control Module and a high-flow muffler, 190 horsepower at 7000 and 162 pound-feet at 4400 (EX versions). A five-speed manual or automatic can be paired with either engine, both of which run on regular gas and meet ULEV-2 or PZEV emission standards.
With the previous-generation's Value Package trim gone, the LX takes the entry-level title, but there's nothing "entry level" about it. Standard features include 16-inch wheels with 215/60R16 Dunlop rubber, four-wheel disc brakes with ABS and EBD, stability and traction control, active front head restraints, power mirrors, and steering-wheel-mounted audio and cruise-control buttons. The LX-P adds alloy wheels, a power driver's seat, an alarm, and a chrome exhaust tip.
The spicier EX has 17-inch alloys, power moonroof, six-CD changer, heated mirrors, driver-seat power lumbar support, and a front tower brace with sportier suspension tuning. The EX-L incorporates leather-covered seats (heated front), a 270-watt audio system, dual-zone auto climate control, and an available nav system with Bluetooth--anyone looking for an Acura TSX with more room and a few grand on the hood?
One two-door punch
Whether your nest is empty or you simply value style over utility, the Accord coupe is the next best Honda to a Civic Si. Sharing only sideview mirrors and door handles with the sedan, the coupe's sassy sheetmetal drapes over a 107.9-inch wheelbase, 2.3 inches shorter than the sedan's but 2.8 inches longer than the 2007 coupe's. A near mirror image to the Accord Coupe Concept that wowed the press and public at January's Detroit auto show, the new coupe is 3.1 inches longer, 1.4 inches wider, and 0.7 inch taller than its forebear, resulting in over an inch of extra rear legroom and over two inches of additional front shoulder room.
Honda offers the coupe in LX-S, EX, EX-L, EX-L V-6, and EX-L V-6 six-speed variations, the last (pictured) fitted with a six-speed manual trans, 18-inch wheels, and a unique 3.5-liter VTEC V-6 that comes without VCM for better low- and midrange performance. Output is identical to that of the i-VTEC VCM engine, but fuel economy drops to 17/25 mpg, and the emissions rating is solely ULEV-2. All four-cylinder trims are powered by the 190-horse engine and, because of their sportier intent, receive 17-inch alloys and a front tower brace with a tauter suspension. The last time a Honda coupe offered these levels of style and performance it wore the Prelude nameplate.
2008 Honda Accord EX-L V-6 2007 Toyota Camry SE V-6
POWERTRAIN/CHASSIS
Drivetrain layout Front engine, FWD Front engine, FWD
Engine type 60-deg V-6 alum block/heads 60-deg V-6 alum block/heads
Valvetrain SOHC 4 valves/cyl DOHC 4 valves/cyl
Displacement 211.8 cu in/3471 cc 210.9 cu in/3456 cc
Compression ratio 10.5:1 10.8:1
Power (SAE net) 268 hp @ 6000~6200 rpm 268 hp @ 6200 rpm
Torque (SAE net) 248 lb-ft @ 5000 rpm 248 lb-ft @ 4700 rpm
Redline 6800 rpm 6400 rpm
Weight to Power 13.2 lb/hp 13.1 lb/hp
Transmission 5-speed automatic 6-speed automatic
Axle/final-drive ratios 4.31/2.64 3.69:1/2.24:1
Suspension, front; rear Control arms, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; struts, coil springs, anti-roll bar
Steering ratio 13.1:1 16.0:1
Turns lock-to-lock 2.6 3.2
Brakes, f;r 11.8-in vented disc; 11.1-in disc, ABS 11.7-in vented disc; 11.1-in disc, ABS
Wheels 7.5 x 17 in, cast aluminum 7.0 x 17 in, cast aluminum
Tires 225/50R17 93V Michelin Pilot HX MXM4 215/55R17 93V Toyo Proxes J33
DIMENSIONS
Wheelbase 110.2 109.3
Track, f;r 62.2/62.2 62.0/61.6
Length x width x height 194.3 x 72.7 x 58.1 in 189.2 x 71.7 x 57.5 in
Turning circle 37.0 ft 36.1 ft
Curb weight 3519 lb 3519 lb
Weight dist, f/r 62/38% 61/39%
Seating capacity 5 5
Headroom, f/r 39.0/37.2 in 38.8/37.8 in
Legroom, f/r 42.5/37.2 in 41.7/38.3 in
Shoulder room, f/r 58.2/56.4 in 57.8/56.9 in
Cargo volume 14.0 cu ft 14.5 cu ft
TEST DATA
Acceleration to mph
0-60 6.5 sec (est) 6.1 sec
Quarter mile 14.8 sec @ 95.0 mph (est) 14.6 sec @ 97.0 mph
CONSUMER INFO
Base Price $28,000 (est) $25,435
Price As Tested $30,000 (est) $30,378
Stability/traction control Yes/yes Yes/yes
Airbags Dual front, front side, f/r curtain Dual front, front side, f/r curtain, driver knee
Basic warranty 3 yrs/36,000 miles 3 yrs/36,000 miles
Powertrain warranty 5 yrs/36,000 miles 5 yrs/60,000 miles
Roadside assistance N/A N/A
Fuel capacity 18.5 gal 18.5 gal
EPA city/hwy econ 19/29 mpg 19/28 mpg (2008 figures)
CO2 emissions 0.86 lb/mile 0.87 lb/mile
Recommended fuel Unleaded Unleaded
08-21-2007, 07:08 AM
#1932
Senior Moderator
The interior is awesome, but the sedan is one ugly car. Do the head and taillights really have to stick out like that? Who in their right mind actually thinks that looks good???
On the bright side it looks better than the previous gen especially the 03 to 05.
And who the hell is making decisions on wheels at Honda/Acura?
On the bright side it looks better than the previous gen especially the 03 to 05.
And who the hell is making decisions on wheels at Honda/Acura?
08-21-2007, 07:22 AM
#1933
Race Director
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yeah the last US Accord sedan that was nice looking was the 6th gen that I had 1998-2002. plus, the Accord coupe was hot too then as well. now, just the Accord coupe is hot.
268 hp on a FWD car? Did Motortrend complain about torque steer?
268 hp on a FWD car? Did Motortrend complain about torque steer?
08-21-2007, 07:34 AM
#1934
Senior Moderator
Originally Posted by 04EuroAccordTsx
268 hp on a FWD car? Did Motortrend complain about torque steer?
?? Its not as if this is the first FWD car with that much power.
08-21-2007, 08:40 AM
#1935
Senior Moderator
Originally Posted by 04EuroAccordTsx
yeah the last US Accord sedan that was nice looking was the 6th gen that I had 1998-2002. plus, the Accord coupe was hot too then as well. now, just the Accord coupe is hot.
268 hp on a FWD car? Did Motortrend complain about torque steer?
268 hp on a FWD car? Did Motortrend complain about torque steer?
That said, I appears that the 8G Accord V6 is remarkably better than the 7G and seems to be a fairly impressive pkg. The 4G TL should be a VERY sweet ride.
08-21-2007, 08:57 AM
#1937
Senior Moderator
Originally Posted by 04EuroAccordTsx
Wish Motor Trend did a trio test with the Accord, Camry, and Altima
Patience. I'm sure we'll see about 4 of them from C&D, MT, R&T and Automobile also involving the Sonata, Malibu and Mazda 6.
08-21-2007, 09:43 AM
#1938
Senior Moderator
Originally Posted by dom
The interior is awesome, but the sedan is one ugly car. Do the head and taillights really have to stick out like that? Who in their right mind actually thinks that looks good???
On the bright side it looks better than the previous gen especially the 03 to 05.
And who the hell is making decisions on wheels at Honda/Acura?
On the bright side it looks better than the previous gen especially the 03 to 05.
And who the hell is making decisions on wheels at Honda/Acura?
08-21-2007, 10:25 AM
#1939
The sizzle in the Steak
Honda needs to clean house on their exterior car designers!!!! 
The accord sedan is one ugly duck. The coupe is better, but not by much.
Interior is nice...leather seats look uncomfortable, but the dash is very nice.
Engines look very good...VCM?? It better be better than it is in the Odyssey.
In the end IMHO the Accord on the whole is a let-down.
The accord sedan is one ugly duck. The coupe is better, but not by much.
Interior is nice...leather seats look uncomfortable, but the dash is very nice.
Engines look very good...VCM?? It better be better than it is in the Odyssey.
In the end IMHO the Accord on the whole is a let-down.
08-21-2007, 10:25 AM
#1940
Originally Posted by 04EuroAccordTsx
Wish Motor Trend did a trio test with the Accord, Camry, and Altima
http://www.motortrend.com/roadtests/...mry/index.html
08-21-2007, 10:47 AM
#1942
fap fap fap
the sedan looks great in white, dunno why people hate it so much. best looking accord ever (and yes i even owned an '02) . the accords interior makes the camry's look like it belongs in a corolla
(and yes i even owned an '02) . the accords interior makes the camry's look like it belongs in a corolla
Last edited by Infamous425; 08-21-2007 at 10:49 AM.
08-21-2007, 10:50 AM
#1943
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i wonder what is taking so long for the Japanese to design and release the JDM Accord?
back in 2002, didn't the JDM Accord release before the USDM Accord did?
back in 2002, didn't the JDM Accord release before the USDM Accord did?
08-21-2007, 11:06 AM
#1944
I love the interior, even the fake wood looks good.
08-21-2007, 11:45 AM
#1945
What Would Don Draper Do?
Originally Posted by dom
The interior is awesome, but the sedan is one ugly car. Do the head and taillights really have to stick out like that? Who in their right mind actually thinks that looks good???
On the bright side it looks better than the previous gen especially the 03 to 05.
And who the hell is making decisions on wheels at Honda/Acura?
On the bright side it looks better than the previous gen especially the 03 to 05.
And who the hell is making decisions on wheels at Honda/Acura?
but over all, i'm diggin the coupe!
08-21-2007, 06:36 PM
#1949
hail to the victors
this accord definitely has an identity crisis. i feel like they put together a bmw 5 series, sonata and an altima in here and there. but i wouldn't mind buying one if i'm looking for a reliable and gas saving family sedan. maybe it will look better in person especially the sedan. i'm diggin the coupe, but don't like the front too much. i think they overdesigned the front a little. but hell, looks better than my cls and my 03 accord coupe.
08-21-2007, 06:46 PM
#1950
Advanced
Tires
Originally Posted by tal
I see that the sedans tire size is 225/50/17.
Does anyone know what size the coupes 18" tire size is?
Does anyone know what size the coupes 18" tire size is?
This is really lame. There are only 2 other tires according to the TireRack that come in this size.
1. Goodyear Eagle RSAs (crap)
2. Yokohama AVID W4S (good but a bit outdated)
Stock are the crappy Michelin Pilot HX MXM4. Same as we have now.
I'm sure the dealer would let me change the 18" wheels to 17" Sedan wheels. Lots of 225/50/17 tire sizes
And they come in Pirelli P Zero Nero RUNFLAT. Love the runflats and these are an AWESOME tire. I have them on the 06 Acura TL.
Thanks Honda for putting an oddball size tire on the Coupe......
08-21-2007, 06:57 PM
#1952
Photography Nerd
Originally Posted by tal
Found tire size...235/45/18.
This is really lame. There are only 2 other tires according to the TireRack that come in this size.
1. Goodyear Eagle RSAs (crap)
2. Yokohama AVID W4S (good but a bit outdated)
Stock are the crappy Michelin Pilot HX MXM4. Same as we have now.
I'm sure the dealer would let me change the 18" wheels to 17" Sedan wheels. Lots of 225/50/17 tire sizes
And they come in Pirelli P Zero Nero RUNFLAT. Love the runflats and these are an AWESOME tire. I have them on the 06 Acura TL.
Thanks Honda for putting an oddball size tire on the Coupe......
This is really lame. There are only 2 other tires according to the TireRack that come in this size.
1. Goodyear Eagle RSAs (crap)
2. Yokohama AVID W4S (good but a bit outdated)
Stock are the crappy Michelin Pilot HX MXM4. Same as we have now.
I'm sure the dealer would let me change the 18" wheels to 17" Sedan wheels. Lots of 225/50/17 tire sizes
And they come in Pirelli P Zero Nero RUNFLAT. Love the runflats and these are an AWESOME tire. I have them on the 06 Acura TL.
Thanks Honda for putting an oddball size tire on the Coupe......
You could also use a 225/45/18 or a 245/40/18 if you want. The diameter of those tires is within 2% of the original size.
08-21-2007, 07:56 PM
#1954
6G TLX-S
Originally Posted by Dan Martin
You could also use a 225/45/18 or a 245/40/18 if you want. The diameter of those tires is within 2% of the original size.
08-21-2007, 08:31 PM
#1956
I feel the need...
Originally Posted by chungkopi
oh by the way TSX is the best looking accord ever.
The sedan's exterior does look a bit mish-mashy - more Saturnesqe than Honda.
The coupe looks more definitive and significantly more compelling.
One thing that bothers me, the extra wide bucket seats with no perf leather. Does everyone in America have a fat ass?
08-21-2007, 09:05 PM
#1957
I'm the Firestarter
As someone who hates vacuuming out the lint stuck in the perf leather in my TSX, I can see an upside to the lack of perforation. 
I don't understand how the sedan can look so dull while the coupe is almost good-looking. It's like they dulled-down the sedan on purpose. +3 on the wheels comments, Honda always seems to pick the most boring-looking wheels they can think of. I don't get it, their concept cars have amazing wheels.
The Edmunds pics of the red coupe are the best I've seen so far, I almost wondered if it was the same car. It really doesn't need a body kit, especially the cheapo kind where the chin spoiler goes half-way up the front bumper. It makes me really happy that they're making the default bumpers more agressive, I'll gladly save the $2000 if I buy another TSX. Now if only they make a non-tiny-wheels option available on all their cars...
I don't understand how the sedan can look so dull while the coupe is almost good-looking. It's like they dulled-down the sedan on purpose. +3 on the wheels comments, Honda always seems to pick the most boring-looking wheels they can think of. I don't get it, their concept cars have amazing wheels.
The Edmunds pics of the red coupe are the best I've seen so far, I almost wondered if it was the same car. It really doesn't need a body kit, especially the cheapo kind where the chin spoiler goes half-way up the front bumper. It makes me really happy that they're making the default bumpers more agressive, I'll gladly save the $2000 if I buy another TSX. Now if only they make a non-tiny-wheels option available on all their cars...
08-21-2007, 09:46 PM
#1958
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I feel many future K23A1T swaps fom the RDX coming on for 8th gen 4 banger Accord enthusiasts. As others have said, people are starting to grow tired of the SOHC J series. When can we get a DOHC, I VTEC operating on both intake AND exhaust valves for multiple cam profiles on both sides?
The Accord does look a bit like a saturn or G6 or something...I am not sure how to feel about it. It does have a BMW side profile. I like the 4 prong steering wheel as opposed to the 3 like this Accord and the new TL has.
Oh yea about the DRL I saw a few pages back, I keep my HIDs on all the time, I feel it makes you easier to notice and therefore safer.
EDIT: The 3.5 makes sense to compete with Camry and Maxima, which means it also makes sense to revise a new 3.5 or 3.7 for the new TL. As stated before, I think we will see a 4.0L v6 from H/A before we see a V8
The Accord does look a bit like a saturn or G6 or something...I am not sure how to feel about it. It does have a BMW side profile. I like the 4 prong steering wheel as opposed to the 3 like this Accord and the new TL has.
Oh yea about the DRL I saw a few pages back, I keep my HIDs on all the time, I feel it makes you easier to notice and therefore safer.
EDIT: The 3.5 makes sense to compete with Camry and Maxima, which means it also makes sense to revise a new 3.5 or 3.7 for the new TL. As stated before, I think we will see a 4.0L v6 from H/A before we see a V8
Last edited by NightRider; 08-21-2007 at 09:49 PM.
08-21-2007, 10:04 PM
#1959
Originally Posted by Texas
Well heck here we go... http://www.edmunds.com/insideline/do...hotopanel..2.*
New Look! Same Great Taste!
By Daniel Pund, Senior Editor, Detroit Email
Date posted: 08-20-2007
We admit that after a day of driving the redesigned 2008 Honda Accord, our reporter's notebook was completely blank.
It's not that there's nothing to say about how the 2008 Accord drives. It's that the Accord drives as brilliantly as it always has. In the rising tide of class sophistication, the Accord has maintained its position among competitors. It's smoother than the sometimes coarse Nissan Altima. And it's more alert in its responses than the cushy, isolated Toyota Camry.
And it has been a recipe for success. For more than 20 years the Honda Accord has defined the modern American middle-of-the-road sedan.
Trouble is there's a flipside to all that sensible, middle-of-the-road low-fat goodness and sales success. The Accord has always been bland and ubiquitous.
Not anymore.
All Fancy-Like
Take a look. The 2008 Accord sedan doesn't really look like an Accord sedan. It's, it's...well, it isn't as bland as it used to be. Actually, much like its Accord coupe brother, it's kinda cool-looking.
Gone is the sloping front end that Honda believed made the Accord look like a grown-up economy car. It is replaced by a tall, proud nose that the automaker says makes the car look more upscale. A new six-pointed grille is surrounded by thick chrome trim as if to advertise its new prominence. There is a sharp gouge dug into the flank, rising from the front fender, through the doors and to the tail. It's a dead ringer for the one on the Acura TL. The C-pillar is now more substantial-looking and vaguely BMW-like.
If the collective opinion of a random smattering of Chowderheads is to be taken as gospel then Honda has succeeded. We sampled the car in Boston and every passerby thought the car looked much more expensive than a Honda Accord. It is, no matter your aesthetic sensibilities, categorically not insipid.
Just like a Town Car
Honda is eager to mention that the 2008 Accord is now one of the few midsize sedans that's actually a large car. And by "large" Honda is referring to the EPA's classification, which is judged by adding the cubic volume of the interior and the cubic volume of the trunk. If the resulting number is 120 cubic feet or more, then the car in question is a "large" car.
Assuming you don't order the moonroof, which Honda says steals 5 cubic feet from the interior, the Accord squeaks in with exactly 120 cubes.
Does this really matter? Well, yes. If the fascination with big SUVs and full-size pickups proved anything, it is that bigger is still better in the minds of many consumers. And surely the folks who get stuck in the backseat will appreciate the extra legroom the enlarged Accord brings. The 2008 Accord's 2.3-inch longer wheelbase (to 110.2 inches) and 1-inch-taller body yield noticeable, if not dramatic improvements in all measures of interior roominess. Overall the car is 3.2 inches longer.
It's still no Chrysler 300, but neither will your head be brushing the headliner. And Honda notes that it added more space between the driver and passenger and widened the center console to give a more expansive feeling to the interior. Personally, we felt we had become estranged from our co-driver, but only by 40 millimeters.
Strips of Toffee
And the interior ambience is a long, long way from where the Accord started back in 1976. It is, predictably, much closer in aura to a current Acura.
That's certainly true of the high-end EX-L V6 model that we spent the most time in, with its 270-watt stereo, navigation system and butter-colored leather separated from the mocha latte dash by strips of toffee. It's delicious.
Our ears also measured a slight reduction in tire hum and bump-thuds (a term we just coined) over the previous Accord. More sound-deadening material was part of the solution. But so were myriad changes to stiffen key parts of the body, including the floor panel, front wheel housings and upper suspension mounts.
Motorvating
One thing Honda has never had any trouble with is building smooth motors. This remains the case. But Honda has thrown itself a curveball for 2008 by using a variable cylinder management (VCM) system on all V6-powered sedans. The VCM system can run the optional new 3.5-liter V6 on six, four or three cylinders, depending on driving conditions. Six is for uphill climbs and accelerating. Four-cylinder operation is for expressway driving. And the Accord becomes a three-banger for relaxed city cruising/coasting.
To quell the inevitable vibrations while the engine was running on three or four cylinders, Honda uses active engine mounts and active noise control system. It's a similar system the company used for the ill-fated Accord Hybrid, a model for which there will be no replacement going forward. That we never heard or felt any additional raucousness when the engine was running on fewer than six cylinders is as high praise as we can offer.
It also brings a 4-mile-per-gallon increase in highway fuel economy. Tested by the EPA's new, stricter standard, the V6 with the five-speed automatic (the only transmission available in V6-powered sedans) should get 19 mpg city and 29 mpg highway.
The new V6 is a half-liter larger than the motor it replaces to fortify it in the midsize-sedan horsepower war. At 268 hp at 6,200 rpm and 248 lb-ft of torque at 5,000 rpm, the new Honda V6 is essentially the equal of the V6s of its two main rivals, the Toyota Camry (268 hp) and Nissan Altima (270 hp). And it's smoother than either.
Still, the updated 190-hp 2.4-liter four in the EX trimline is more than enough engine to get the job done, particularly when bolted to the five-speed manual transmission. It delivers better fuel economy than the V6 (22/31) and, allied with the new Accord's bigger 18.5-gallon fuel tank, could provide more than 500 miles of driving between fill-ups.
The LX model Accord comes with a 177-hp version of the same four-cylinder but without the EX power train's high-flow muffler and more aggressive power train control module tuning.
It's...Accord-Like
The Accord might be quieter, larger and more powerful, but it retains its lithe feel, even if it is no lighter than a Camry. It handles with understated competence. Honda has managed to mount the engine and gas tank lower in this generation Accord and raised the roll center of the front and rear suspensions, yielding good roll control without firming up the ride.
The steering system feels friction-free and accurate as we've come to expect and now incorporates a variable gear ratio.With big steering inputs, as in parking lots, the system delivers a faster ratio for better maneuverability. And for the first time in the model's history, all Accords come standard with four-wheel disc brakes with ABS and electronic stability control.
Dual-chamber front-side airbags, front and rear curtain side airbags and active front head restraints designed to reduce whiplash in rear-end collisions are also standard across the board.
Even when you're not crashing, the new Accord is a pleasant place to be, with a good level of standard equipment. Even the budget-minded LX comes with steering wheel-mounted audio controls and cruise control along with the expected power features. And you can load up an Accord to full-luxury status if that is your want with Bluetooth, a navigation system with voice recognition and automatic headlights.
Pricing hasn't been finalized, but Honda says some models will see no price increase while others will cost only between $200 and $500 more than the equivalent '07s. So figure that an LX will start around $21,000 and an EX V6 will begin at just a smidge over $30,000. The 2008 Accord goes on sale September 12.
All's Still Well
The sun rose today. The earth is still spinning around the sun at a comfortable 67,000 mph. Britney Spears is still acting out. There is no need to panic. The Honda Accord is still a Honda Accord. And if Honda sells as many of the 2008s as it has of every previous model over the last two decades, even the new styling will become familiar — maybe even bland, eventually.
By Daniel Pund, Senior Editor, Detroit Email
Date posted: 08-20-2007
We admit that after a day of driving the redesigned 2008 Honda Accord, our reporter's notebook was completely blank.
It's not that there's nothing to say about how the 2008 Accord drives. It's that the Accord drives as brilliantly as it always has. In the rising tide of class sophistication, the Accord has maintained its position among competitors. It's smoother than the sometimes coarse Nissan Altima. And it's more alert in its responses than the cushy, isolated Toyota Camry.
And it has been a recipe for success. For more than 20 years the Honda Accord has defined the modern American middle-of-the-road sedan.
Trouble is there's a flipside to all that sensible, middle-of-the-road low-fat goodness and sales success. The Accord has always been bland and ubiquitous.
Not anymore.
All Fancy-Like
Take a look. The 2008 Accord sedan doesn't really look like an Accord sedan. It's, it's...well, it isn't as bland as it used to be. Actually, much like its Accord coupe brother, it's kinda cool-looking.
Gone is the sloping front end that Honda believed made the Accord look like a grown-up economy car. It is replaced by a tall, proud nose that the automaker says makes the car look more upscale. A new six-pointed grille is surrounded by thick chrome trim as if to advertise its new prominence. There is a sharp gouge dug into the flank, rising from the front fender, through the doors and to the tail. It's a dead ringer for the one on the Acura TL. The C-pillar is now more substantial-looking and vaguely BMW-like.
If the collective opinion of a random smattering of Chowderheads is to be taken as gospel then Honda has succeeded. We sampled the car in Boston and every passerby thought the car looked much more expensive than a Honda Accord. It is, no matter your aesthetic sensibilities, categorically not insipid.
Just like a Town Car
Honda is eager to mention that the 2008 Accord is now one of the few midsize sedans that's actually a large car. And by "large" Honda is referring to the EPA's classification, which is judged by adding the cubic volume of the interior and the cubic volume of the trunk. If the resulting number is 120 cubic feet or more, then the car in question is a "large" car.
Assuming you don't order the moonroof, which Honda says steals 5 cubic feet from the interior, the Accord squeaks in with exactly 120 cubes.
Does this really matter? Well, yes. If the fascination with big SUVs and full-size pickups proved anything, it is that bigger is still better in the minds of many consumers. And surely the folks who get stuck in the backseat will appreciate the extra legroom the enlarged Accord brings. The 2008 Accord's 2.3-inch longer wheelbase (to 110.2 inches) and 1-inch-taller body yield noticeable, if not dramatic improvements in all measures of interior roominess. Overall the car is 3.2 inches longer.
It's still no Chrysler 300, but neither will your head be brushing the headliner. And Honda notes that it added more space between the driver and passenger and widened the center console to give a more expansive feeling to the interior. Personally, we felt we had become estranged from our co-driver, but only by 40 millimeters.
Strips of Toffee
And the interior ambience is a long, long way from where the Accord started back in 1976. It is, predictably, much closer in aura to a current Acura.
That's certainly true of the high-end EX-L V6 model that we spent the most time in, with its 270-watt stereo, navigation system and butter-colored leather separated from the mocha latte dash by strips of toffee. It's delicious.
Our ears also measured a slight reduction in tire hum and bump-thuds (a term we just coined) over the previous Accord. More sound-deadening material was part of the solution. But so were myriad changes to stiffen key parts of the body, including the floor panel, front wheel housings and upper suspension mounts.
Motorvating
One thing Honda has never had any trouble with is building smooth motors. This remains the case. But Honda has thrown itself a curveball for 2008 by using a variable cylinder management (VCM) system on all V6-powered sedans. The VCM system can run the optional new 3.5-liter V6 on six, four or three cylinders, depending on driving conditions. Six is for uphill climbs and accelerating. Four-cylinder operation is for expressway driving. And the Accord becomes a three-banger for relaxed city cruising/coasting.
To quell the inevitable vibrations while the engine was running on three or four cylinders, Honda uses active engine mounts and active noise control system. It's a similar system the company used for the ill-fated Accord Hybrid, a model for which there will be no replacement going forward. That we never heard or felt any additional raucousness when the engine was running on fewer than six cylinders is as high praise as we can offer.
It also brings a 4-mile-per-gallon increase in highway fuel economy. Tested by the EPA's new, stricter standard, the V6 with the five-speed automatic (the only transmission available in V6-powered sedans) should get 19 mpg city and 29 mpg highway.
The new V6 is a half-liter larger than the motor it replaces to fortify it in the midsize-sedan horsepower war. At 268 hp at 6,200 rpm and 248 lb-ft of torque at 5,000 rpm, the new Honda V6 is essentially the equal of the V6s of its two main rivals, the Toyota Camry (268 hp) and Nissan Altima (270 hp). And it's smoother than either.
Still, the updated 190-hp 2.4-liter four in the EX trimline is more than enough engine to get the job done, particularly when bolted to the five-speed manual transmission. It delivers better fuel economy than the V6 (22/31) and, allied with the new Accord's bigger 18.5-gallon fuel tank, could provide more than 500 miles of driving between fill-ups.
The LX model Accord comes with a 177-hp version of the same four-cylinder but without the EX power train's high-flow muffler and more aggressive power train control module tuning.
It's...Accord-Like
The Accord might be quieter, larger and more powerful, but it retains its lithe feel, even if it is no lighter than a Camry. It handles with understated competence. Honda has managed to mount the engine and gas tank lower in this generation Accord and raised the roll center of the front and rear suspensions, yielding good roll control without firming up the ride.
The steering system feels friction-free and accurate as we've come to expect and now incorporates a variable gear ratio.With big steering inputs, as in parking lots, the system delivers a faster ratio for better maneuverability. And for the first time in the model's history, all Accords come standard with four-wheel disc brakes with ABS and electronic stability control.
Dual-chamber front-side airbags, front and rear curtain side airbags and active front head restraints designed to reduce whiplash in rear-end collisions are also standard across the board.
Even when you're not crashing, the new Accord is a pleasant place to be, with a good level of standard equipment. Even the budget-minded LX comes with steering wheel-mounted audio controls and cruise control along with the expected power features. And you can load up an Accord to full-luxury status if that is your want with Bluetooth, a navigation system with voice recognition and automatic headlights.
Pricing hasn't been finalized, but Honda says some models will see no price increase while others will cost only between $200 and $500 more than the equivalent '07s. So figure that an LX will start around $21,000 and an EX V6 will begin at just a smidge over $30,000. The 2008 Accord goes on sale September 12.
All's Still Well
The sun rose today. The earth is still spinning around the sun at a comfortable 67,000 mph. Britney Spears is still acting out. There is no need to panic. The Honda Accord is still a Honda Accord. And if Honda sells as many of the 2008s as it has of every previous model over the last two decades, even the new styling will become familiar — maybe even bland, eventually.
08-21-2007, 10:34 PM
#1960
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Originally Posted by alex2364
There are a lot more options in that size if you include summer tires.
More options but not what I need.
