The 2023 Honda Accord Touring is a reality check

From April 2023 issue car and driver.

to say sad Honda has dropped the Accord’s previously optional turbo 2.0-liter four from the new 11th generation model— just a few years after ditching the nameplate manual transmission — is an understatement. One of our favorite models is in danger of losing its mojo. Low take rates are the main cause of these calls, but the history provides additional context. The driving force behind the Accord’s success over the last 47 years has been sensual satisfaction, not heady acceleration. 10 best listFast-forward to today’s shrinking sedan market and looming emissions regulations, and the Accord’s survival hinges on electrification playing a much bigger role.

You can still get the standard gas powertrain (a 192-horsepower turbo 1.5-liter 4 engine mated to a CVT) in the lowest Accord trim that opens at $28,390. But all mid- and high-end models, from the $32,990 Sport to the $38,985 Touring test car, are equipped with Honda’s latest hybrid system. The latest CR-V. A novel design with essentially no transmission, this setup combines a 146 hp Atkinson Cycle 2.0 liter 4-cylinder engine, a 1.1 kWh battery pack and two clutched electric motors. power to the ground. With a total output of 204 hp, he is 2 hp better than a conventional hybrid.

As before, the electronic primarily powers the Accord Hybrid at less than 20 mph and short intervals of low-load cruising. Heavier lifting requires a revised gas engine input. Better insulation helped cut three decibels from our full-throttle interior noise readings. can also be driven directly with From the driver’s seat, all this is seamlessly integrated. Working hard, the Fourbanger still sounds a little gritty, but it doesn’t affect the forward movement of the engine thanks to a simulated “shift” that changes the pitch of the engine. Beginners won’t even notice the magic of gas and electricity.

At full tilt, acceleration is deliberate rather than rapid, even though the traction motor’s instantaneous 181 horsepower and 247 lb-ft of torque make highway merging easier. Compared to the last Accord we tested, our example’s 6.6-second run to 60 mph is 0.5 seconds faster than the previous hybrid and 0.6 seconds faster than the last 1.5T, but still A far cry from the 252 horsepower 2.0T version of the 5.4. seconds. The Accord’s still-reasonable demands and 3503-pound curb weight (which is already 56 pounds heavier than before) will certainly suffer, but more grunt and a bigger battery will quicken our pulse.

The important thing is when you forget about the hybrid bit and just drive. The steering of the new car is as light and reassuringly precise as ever, and the firm brake pedal beautifully blends the friction and regenerative systems. The body makes him 2.7 inches longer, but most dimensions carry over and remain the same except for the rear his truck which is up to 0.4 inches wide. Its structure is also stiffer than before. In addition to minor suspension tweaks and improved bushings, this family his sedan offers modest all-season performance in his tires, even with its 0.88 g of grip and his 173-foot suspension from 170 mph. Runs corners so gracefully that no solid result from is suggested. Even if you walk on a difficult road, your body movement still maintains the discipline of a military school, but the ride is never harsh. This quality is also rarely seen in his heavier, higher-riding SUVs. Honda even managed to keep his 17 cubic foot trunk of the Accord gigantic.

Also, unlike an SUV. EPA combined estimates of 44 mpg for most models on 19-inch wheels and 48 mpg in 17-inch EX-L trim (non-hybrid vehicles get a total rating of 32 mpg). We couldn’t run a 75 mph highway test, but the Southern Californian averaged 43 mpg on over 1000 mph byways, suburban sprawl and demanding mountain passes. Six levels of recuperation, from virtually zero to near one-pedal operation, are adjustable via steering wheel paddles to help the car manage speed and recover energy quickly. Additionally, activating Sport mode (Normal, Eco and separate settings are also available) sharpens the powertrain response and engages the four cylinders for engine braking on steep descents. it also adds.

The long bonnet and fastback profile give the new Accord a handsome look, especially on big wheels. The minimalist details, which are somewhat stark when viewed from certain angles, are in-depth. The same applies to the sophisticated interior and its thoughtful enhancements. This includes slightly more legroom for the already ample rear seat (now 40.8 inches for him) and Honda’s unintuitive shift button replaced by his simple PRND lever on the console. The new front chairs kept us comfortable all day long, and easy ergonomics and attractive details like dash-span mesh trim to hide climate vents soothed our senses. A standard suite of driving aids keeps the lookout, while touring trim enhances the feature count with a head-up display, premium Bose stereo, wireless device charging, front seat ventilation and heated rear seats.

Sensible also applies to this Accord approach to technology. Its interface is designed to mirror the user’s phone app, including navigation. All models have a crisp 10.2-inch digital instrument cluster, while hybrids have a 12.3-inch center touchscreen with wireless Android Auto and Apple CarPlay (standard 7.0-inch unit requires cord is). Thankfully there’s a volume knob, as well as a convenient hand rest for surfing the infotainment’s simplified menu layout. It also adds a Google built-in with , which includes 3 years of unlimited data. We’re not eager for more tech giants to invade our lives, but Honda’s integration is refreshingly short on the hassles that come with many factory systems.

For some, a hybrid powertrain, no matter how well designed, is never preferable to a pure internal combustion engine. But even those people have to admit that evolution has been central to the Accord’s longevity. remain loyal to Becoming a more streamlined machine made the Accord better suited to the times.

technical editor

Mike Sutton is an editor, writer, test driver, and general car nerd. car and driverA Michigan native from the Detroit suburbs, he enjoys the outdoors, complains about the weather, loves off-road vehicles, and believes in federal protections against naturally aspirated engines.