Reviews

2015 Honda Accord Driving Impressions


All Accords deliver a comfortable ride, coupled with a reassuring confidence that they can handle any situation. This latest-generation Accord feels more refined than pre-2013 models.

The standard four-cylinder engine features direct injection for efficiency and power. Honda’s 2.4-liter engine idles smoother than many big fours. It doesn’t encourage winding it to redline, but you don’t need to. The 2.4-liter four-cylinder delivers 185 horsepower. Accord Sport gets an extra 4 horsepower and 1 pound-foot more torque because of dual tailpipes; we could hear more difference than we could feel. The Sport also adds shift paddles to the steering wheel, like some Coupes, on the CVT version. The 2.4-liter four-cylinder with CVT is EPA-rated at 27/36 mpg, versus 24/34 mpg City/Highway with the 6-speed manual transmission.

The manual gearbox is easy to use, with shifter and clutch action that have Honda’s characteristic light, crisp feel.

The CVT provide shorter ratios for acceleration and taller ratios for highway cruising. By using only what engine power is needed to move the car and not climb through gears, the CVT improves fuel economy and makes less noise. If you use the shifter’s S position rather than D, it revs higher sooner for better motivation, and slows better on long grades or braking for a corner. As there are no separate gears, there are no 1, 2, or OD-off settings.

Fuel economy for the 3.5-liter V6 is an EPA-estimated 21/34 mpg with 6-speed automatic or 18/28 mpg with 6-speed manual. Regular gasoline is recommended for all models. The Accord V6 Combined city/highway fuel economy rating of 26 mpg matches or betters V6 competitors.

The 6-speed automatic has only Drive and Sport positions for forward motion. Drive works as normal; Sport upshifts later and downshifts for inclines or braking, but it takes a while to learn exactly when it will downshift without surprising you.

A V6 6-speed manual gearbox is offered only on the Coupe, and mileage doesn’t match the sedan because that engine does not use Variable Cylinder Management. VCM switches off the front half of the V6 engine when little power is needed. As a result, the V6 sedan often cruises on level ground with economy like a 1.75-liter three-cylinder, but without the vibration or roughness. Manual-gearbox V6s are a favorite of Accord speed-freaks but their rarity caused the last generation to occasionally garner a premium price at dealerships that had them.

The sleek profile of the Accord Coupe means a bit less rear-seat room and less-convenient access.

Active noise cancellation works like noise-canceling headphones to minimize annoying mechanical racket, and it’s standard on all Accords. Also contributing to reduced noise and vibration is electric-assist steering. This has light effort but doesn’t feel artificially light, nor elastic or floaty, as some do on long sweeping bends. Response to the helm is quick, and it’s not rubbery just off-center when you begin to turn or make minor corrections.

The Accord Sport model features firmer shock, spring and antiroll bar rates, but these are subtle changes and not big whacks. Steering effort is higher than with the other models, a combination of the fatter 235/45R18 tires and tuning of the power assist, and it needs an additional 1.5 feet of space for a U-turn. There’s no detriment in ride comfort. We’re not sure we would opt for either Sport model. However, while the V6 manual coupe is clearly the fastest Accord, an Accord Sport sedan’s lighter front end and slightly better balance might be our choice for a 70-mph world.

In back-to-back drives in Accord, Camry, Sonata and Altima four-cylinder models, the Accord felt the most refined. It didn’t feel as light and lively as the Altima, but rode better, especially on rough roads. A Camry V6 felt just as quick as an EX-L V6, but didn’t have some of the Honda’s feature set.

Hybrid models promise a range of 673 miles. Extended driving in several Accord Hybrid sedans revealed them to be smooth, quiet and sophisticated. The suspension is relatively taut, firm enough to slosh a cappuccino and make handwriting difficult. It is perhaps too firm for some, but right for others. The payoff is crisp handling, which it delivers. The gasoline engine and the electric motors kick in and out so seamlessly that it’s difficult for the driver to detect, and passengers will be oblivious. They will just think it’s a smooth sedan.

We were told that when starting the Accord Hybrid, it can be helpful to rev the engine a few times to charge the battery a bit, which results in better fuel economy. Using the B-mode on the shifter changes the driving character a bit, which is handy on winding roads because it engages the regenerative braking more and slows the car on downhills when you take your foot off the accelerator. Regenerative braking is a strategy that uses braking energy to charge the battery. Because the Hybrid sounds different from a gas-powered car, acceleration performance feels slower than it actually is. Overall, the Accord Hybrid is a very enjoyable car to drive and would be easy to live with.

Outward visibility is very good. Slim pillars at the windshield and between the doors block little of the view; they do not hide an entire car adjacent or oncoming, like some GM sedans. The articulated rearview mirror mount and tall windshield means no ducking to see overhead lights or working around the mirror for uphill right turns, such as interstate on-ramps. Only Subaru and VW come to mind as equally easy to see out of. On higher-trim Accords, the rearview camera becomes multi-angle and all left-side mirrors have a wide-angle element.

Honda’s LaneWatch feature shows a camera image of the lanes to the right in the center dash. It can be set to on, off, or on with the right signal. With the signal is most sensible (if you use the feature), but note that if the control beep is enabled, it beeps each time the signal/image goes on and off. Sitting at a traffic light with the signal on ties the screen up at a good time to be fiddling with things while you’re not moving.

Road noise is well controlled, and we tried both 17- and 18-inch wheels on some poor road surfaces. Engine noise is muted until you go to maximum acceleration, wherein a pleasing mechanical growl enters the cabin. We did notice wind noise at highway speeds, primarily around the pillar between front and rear doors.

Prices shown are manufacturer suggested retail prices only and do not include taxes, license, or doc fee. Manufacturer vehicle accessory costs, labor and installation vary. Please contact us with any questions.

**Based on 2014 EPA mileage ratings. Use for comparison purposes only. Your mileage will vary depending on driving conditions, how you drive and maintain your vehicle, battery-pack age/condition and other factors.

For 2014 Honda Accord Plug-In Hybrid, 115 combined miles per gallon of gasoline-equivalent (MPGe) electric rating; 47 city/46 highway/46 combined MPG gasoline only rating. 13 mile maximum EV mode driving range rating. 570 mile combined gas-electric driving range rating. Based on 2014 EPA mileage and driving range ratings. Use for comparison purposes only. Your MPGe/MPG and driving range will vary depending on driving conditions, how you drive and maintain your vehicle, lithium-ion battery age/condition, and other factors. For additional information about EPA ratings, visit http://www.fueleconomy.gov/feg/label/learn-more-PHEV-label.shtml.

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