In comparison with the outgoing car, the wheelbase is up by a substantial 2.2 inches, overall length down by 0.4 inch, height is down by 0.6 inch, and width is up by 0.4 inch. With the news that the Accord coupe will not return for the 2018 model year, it appears the designers made an attempt to soften the blow a bit by reshaping the Accord sedan to have a long, sloping backlight, short trailing edges on the rear door windows, and a full-length character line running from stem to stern. Fluid-filled bushings add another level of NVH absorption. The front suspension is a strut type, with L-shaped aluminum lower arms and an aluminum front subframe, while the rear utilizes a multilink setup mounted to a rigid floating subframe. Torsional stiffness is said to be improved by 34 percent and bending stiffness by 24 percent, and the increased rigidity should also aid ride quality, handling dynamics, and cabin quietness. With a structure featuring 29 percent more ultra-high-strength steel (Honda claims the new Accord uses more of the stuff than any of its other current production cars) and 54 percent high-strength steel, it’s not surprising that engineers managed to trim a claimed 110 to 176 pounds from the Accord’s weight, depending on trim. Far less excitingly, an Econ mode aims to improve fuel efficiency by dulling throttle response and HVAC operation when activated. Yep, top-dog 2018 Accord Touring models will feature adaptive dampers capable of adjusting every 1/500 of a second. ![]() Drivers can alter the sedan’s reflexes via Normal and Sport settings, which will adjust items such as the new dual-pinion variable-ratio electric power steering, the transmission shift program, the throttle response, and, when equipped, the adaptive dampers. Compared with the six-speed automatic from the outgoing V-6 Accord, the 10-speeder is said to be 22 pounds lighter with a 68 percent wider overall range, a 43 percent lower first gear, and a 17 percent taller top gear.Ī two-mode chassis-adjustment system is standard on all 2018 Accords. ![]() While the 10-speed auto “shares its case” with the unit in the Odyssey minivan, Honda tells us that it largely has its own ratios. Honda tells us the CVT is largely new and features an 11 percent shorter initial ratio for more aggressive step-off. The 2.0-liter comes with either a 10-speed automatic or an optional six-speed manual in Sport models (virtual fist bump!). The 1.5 comes paired either with a continuously variable automatic (CVT) or, in Sport trim, an optional six-speed manual. Transmitting power to the front wheels is the task of a trio of transmission choices. Both engines employ variable valve timing and high-efficiency, low-inertia turbos for quicker spooling. (The V-6 didn’t deliver max torque until 4900 rpm.) Honda says it will be able to run on regular-octane gasoline, although likely with reduced performance. ![]() Extracting maximum power from the new 2.0-liter requires 6500 rpm (versus 6200 for the V-6), but peak torque is available between 15 rpm. Rated at 252 horsepower and 273 lb-ft of torque, it gives up 26 horsepower to the V-6 it replaces but offers up 21 lb-ft more torque. Honda tells us this goes beyond “detuning,” as its innards have been considerably revised or replaced, including the turbocharger hardware. ![]() The 2.0-liter is derived from the 306-hp engine currently found under the hood of the 2017 Civic Type R, although with output reduced for duty in the Accord. Essentially, it’s a slightly more muscular version of the engine in the current Civic and CR-V. Peak horsepower for the new engine is available at 5500 rpm (900 below the 2.4) and peak torque at 1500 rpm (a full 2400 lower than before). Rated at 192 horsepower and 192 lb-ft of torque, the 1.5 outmuscles the old 2.4 by 7 horsepower and 11 lb-ft and delivers both far lower in the rev range.
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