Instrumented Test
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Quick, relatively luxurious, and a return to form.
Despite recent adoption of 2.0-liter turbo-fours as the top-spec engine for the Hyundai Sonata, Ford Fusion, and Chevrolet Malibu—the idea being to combine maximum hustle and ostensibly improved economy—Honda’s venerable 3.5-liter V-6 remains as the upgrade engine in the new 2013 Accord. While the mid-size sedan’s official fuel-economy ratings do get a bump over last year’s figures, the modest updates to the V-6 combined with the tidier package of the new Accord also result in one of the quickest front-wheel-drive four-doors we’ve ever tested.
Hammer Down
As in the previous-gen Accord, the single-overhead-cam V-6 displaces 3471 cc and features port fuel injection, cylinder deactivation, and i-VTEC variable valve timing. Notable changes for 2013 include lighter components, revised heads, reduced friction internals, and updated electronic controls. Horsepower rises modestly from 271 to 278, and although torque drops 2 lb-ft to 252, the grunt is spread over a wider powerband, improving drivability.
Honda’s Variable Cylinder Management (VCM) system is standard on V-6 sedans and now also works over a wider range of engine loads to improve efficiency; when it’s active, it silences three cylinders. (The previous version could deactivate two or three cylinders.) EPA city/highway ratings increase from 20/30 mpg to 21/34; we only averaged 23 due to a heavier-than-usual helping of lead feet. In less-frenetic driving, the car may improve on the 27-mpg average of our most recent Accord V-6 test subject.
Honda’s six-speed automatic transmission finally migrates from the Odyssey and various Acuras to V-6 Accords for 2013, replacing the old five-speed, and now includes a Sport mode that holds gears longer and delivers responsive downshifts. (The V-6/six-speed-manual combo remains exclusive to the coupe.) With less weight to haul around—3552 pounds versus 3607 for the last V-6 sedan we tested—our Touring example sprinted to 60 mph in 5.6 seconds and tripped the quarter-mile lights in 14.1 at 101 mph. Those figures put it solidly ahead of all of its competitors and into sports-sedan territory; the Accord ties our long-term, six-speed-manual BMW 328i to 60 and trumps that car in the quarter by 0.2 second and 1 mph.
Comfort And Control
Despite wearing Michelin Pilot HX MXM4 all-season rubber on 17-inch wheels, the Accord V-6 was entertaining around our 10Best handling loop near C/D HQ. The steering is light and responsive, and the engine is willing to put up a fight with the traction control exiting a tight bend. Heavy throttle stabs in low gears initiate torque steer, but more weight up front helps keep the steering-wheel tug well below that exhibited by hot hatches such as the Mini Cooper S and Ford Focus ST. But the extra pounds over the front axle extract a price, however small, as this V-6 car feels slightly less agile and balanced than the lighter, four-cylinder Accord. It nevertheless still feels highly composed, and with the six-pot, has sufficient power to make on-ramp blasts a hoot. Compared to last year’s V-6 model, maximum skidpad grip increases from 0.79 g to 0.82, while a 178-foot stop from 70 mph is 12 feet shorter than before.
As with all new-gen Accords, the V-6 sedan delivers smooth shifts, an excellent balance of ride and body control, and good isolation from the road. The VCM system kicks in frequently when cruising, but active engine mounts and a noise-cancellation system make it nearly impossible to detect that three cylinders are snoozing.
The new Accord looks familiar, yes, but the styling is cleaner and less fussy than before. Inside, the materials are much nicer and the designers appear to have paid more attention to detail and usability. Bi-level displays in the center stack break up the audio and navigation data and take some getting used to, but there are approximately a billion less buttons than before. The front seats are more comfortable, thankfully eschewing the permanent lumbar support that made so many of us hate the previous car’s thrones. Rear-seat space is again vast; six-footers have plenty of room. Outward visibility is great, and the LaneWatch blind-spot camera in the right exterior mirror is a clever and useful feature; it displays a live readout on the main screen when a button on the turn-signal stalk is depressed. It can also be set to come on automatically whenever the right blinker is activated.
Although the Accord four-cylinder sedan and coupe made our 10Best list last year, the V-6 models weren’t included; we felt fresher competition, such as the six-cylinder Volkswagen Passat, delivered a superior premium family-car experience. With this ninth-generation Accord, though, the V-6 serves up the kind of refinement and driving enjoyment we expect to see from the class benchmarks.
Quick But Not Wise
Although pricing begins at $22,470 for a base LX four-cylinder model with the six-speed manual, V-6 Accord sedans start with the leather-clad EX-L at $30,860 and go up to the $34,220 Touring model tested here. A new-for-2013 trim, the Touring adds LED headlights and adaptive cruise control to the $32,860 Accord EX-L with navigation, and its standard kit includes the LaneWatch camera, 17-inch wheels, a cocoon of airbags, lane-departure and forward-collision warnings, stability control, heated front seats, a rearview camera, and a power moonroof.
The well-appointed Accord V-6 Touring is quick, relatively luxurious, and delivers the well-sorted feel we expect from a Honda approaching Acura price levels. The throaty V-6 sounds great compared to the competition’s hissing turbo-fours, but practical types may better appreciate the comparably equipped EX-L four-cylinder that is better balanced, less thirsty, and costs less. And we really like the four-cylinder Sport model and its available six-speed manual. But we—and those sensible folks—would be left in the V-6’s wake.
Specifications
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE AS TESTED: $34,220 (base price: $30,860)
ENGINE TYPE: SOHC 24-valve V-6, aluminum block and heads, port fuel injection
Displacement: 212 cu in, 3471 cc
Power: 278 hp @ 6200 rpm
Torque: 252 lb-ft @ 4900 rpm
TRANSMISSION: 6-speed automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 109.13 in
Length: 191.4 in
Width: 72.8 in Height: 57.7 in
Curb weight: 3552 lb
C/D TEST RESULTS:
Zero to 60 mph: 5.6 sec
Zero to 100 mph: 13.9 sec
Zero to 120 mph: 21.2 sec
Street start, 5–60 mph: 5.9 sec
Top gear, 30–50 mph: 3.3 sec
Top gear, 50–70 mph: 4.1 sec
Standing ¼-mile: 14.1 sec @ 101 mph
Top speed (governor limited): 125 mph
Braking, 70–0 mph: 178 ft
Roadholding, 300-ft-dia skidpad: 0.82 g
FUEL ECONOMY:
EPA city/highway driving: 21/34 mpg
C/D observed: 23 mpg
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