2013 Honda Accord debuts

[BDR]

The Kizashi has gotten mostly positive reviews. It's too bad, because at 6,942 cars sold it was Suzuki's 2nd best seller (the SX4 was the top with 12,519). Suzuki only sold 26,618 cars for all of 2011. I don't think their future in the U.S. looks too good.

Suzuki popularity has never been in the u.s market

They are way more popular in south American, the carribean and Europe along with Australia

 

[Lord T]

Suzuki popularity has never been in the u.s market

They are way more popular in south American, the carribean and Europe along with Australia

Oh ok, I see. Because they might be following Isuzu up out of the U.S. market. As long as they're doing good in other markets that's fine.

 

[soulcontroller]

That's what I'm saying the hell he expect?

And BMW need to stop selling their cars with them run flat tires... The ride on them shots are horrible

I just bought a set of good yr eagle F1 all season tires and talk about the ride drastically I
Improving.... Car hits bumps more smoother and everything

I got Hankook Ventus V12 Evo K110 on mines. I know Jagu doesn't approve of these tires, but I'm happy with them. Hope to put some 20s on it next year after springs and shocks.

 

[Lord T]

I got Hankook Ventus V12 Evo K110 on mines. I know Jagu doesn't approve of these tires, but I'm happy with them. Hope to put some 20s on it next year after springs and shocks.

What kind of wheels are you going with?

 

[soulcontroller]

What kind of wheels are you going with?

Thinking about some Miros 111s

 

[BDR]

I got Hankook Ventus V12 Evo K110 on mines. I know Jagu doesn't approve of these tires, but I'm happy with them. Hope to put some 20s on it next year after springs and shocks.

I got my good yrs from Mavis tire discount... they had a sale on them..

I paid 124 for the front and 135 for the rears plus I get an $80 mail in rebate.. no bad

 

[soulcontroller]

I got my good yrs from Mavis tire discount... they had a sale on them..

I paid 124 for the front and 135 for the rears plus I get an $80 mail in rebate.. no bad

Damn that's a good ass deal.

 

[Lord T]

Thinking about some Miros 111s

Yeah I know the Miro 111's. Those look good

 

[Black_Anaconda]

I never thought it would come to a day when one would say that a Honda looks like a Hyundai. It looks like the Genesis.

Looks like the Sonata to me. Especially that second picture. Looks like an OLD Sonata. Not even on point with the new one.

 

[Timdawg187]

I never thought it would come to a day when one would say that a Honda looks like a Hyundai. It looks like the Genesis.

the sides look like an elantra...

 

[jagu]

I got Hankook Ventus V12 Evo K110 on mines. I know Jagu doesn't approve of these tires, but I'm happy with them. Hope to put some 20s on it next year after springs and shocks.

I actually had those hankooks on my 545i and that shit started vibrating like crazy and they couldn't balance it. The rear tires went bald in 10 months and i don't even spin my shit. I replaced them with michelin sport all season and it was heavenly. I now have the michelins on my 335i.

 

[sammyjax]

that shit is the rice cake of 2013 whips

 

[Lord T]

that shit is the rice cake of 2013 whips

 

[Lord T]

2013 Accord Sedan and Coupe Revealed, Look Eerily Familiar

Update: The new Accord made its public debut at a hot-air balloon festival in Ohio. Photos from that glamorous showing can be seen below and in the gallery.

Honda has started unveiling the redesigned 2013 Accord sedan and coupe, the company’s duo of mid-size moneymakers, by releasing two photos of each and a skosh of info. We already know a fair amount about what to expect from the new Accord—including details on its conventional engines, hybrid and plug-in hybrid powertrains, and infotainment technology—much of which we summarized when we spied both the coupe and sedan.

As for the new photos, you probably howled the same thing we did when you saw them: “They look the same!” Still, that’s hardly a surprise—the concept that dropped at this year’s Detroit auto show resembled a slightly tarted-up contemporary Accord coupe and the aforementioned spy shots revealed that the general shape of both the two- and four-door would carry over.

At least the new Accord eschews most of the current model’s clumsier detailing, including the sedan’s bustle tail and bulging lamps. A more upright grille and a hood with a slight bulge lend the front end a more purposeful look, while the sides are slightly more sculpted. Out back, the sedan’s taillights now extend to the trunklid, making the Accord’s hindquarters look wider and lower. Just as the outgoing coupe was easier on the eyes than the sedan, so is the new one. Although its front-end now more closely mimics the sedan’s, the rear styling remains quite a bit different. The new coupe’s taillights are slimmer than before, and work in concert with reflectors set wide in the bumper to perform an optical widening trick.

The headlights on both Accord variants are sleeker and a strip of LED daytime running lights will be available on more posh models, which also can be fitted with full-LED exterior lighting. (The rear view also shows that Honda will adopt the Touring name; it currently uses that badge on its top-spec Odyssey and Pilot models.) It’s worth mentioning that LED headlights aren’t currently available in the mid-size-sedan segment; the tech still is largely the province of luxury cars.

Honda did not release any hard figures along with these images, but claims the new Accord has more interior and trunk space than before despite being shorter in overall length. The company also says the car will be “sportier.” Ignoring its visual similarity to the current one—altered dimensions or no, the resemblance is so strong that it’s hard to call the new look even evolutionary—we’re keen to find out if Big H speaks the truth. Only the four-cylinder version of the once all-conquering Accord made our 2012 10Best Cars roster, and it’s suffered losses in recent comparison tests.

We’ll drive the new Accord—and probably see its interior, too!—in the near future, so watch this space for our impressions.

 

[camdion1]

 

[Break_Bread]

on the bright side, they've never had so much torque on a honda

 

[Lord T]

on the bright side, they've never had so much torque on a honda

 

[Lord T]

Honda Accord, Fit and Pilot to receive Dreamy new engines, CVTs

Honda is set to unveil its new "Earth Dreams" family of engines, and while the lineup will make its debut in the all-new Accord, the more efficient powertrains are poised to spread throughout the lineup.

According to an Automotive News report, the direct-injected, dual overhead cam powerplant range is said to be good for a 10-percent increase in fuel economy over the current lineup.

Also mentioned in the story is the possibility of getting a 1.6-liter diesel with 220 pound feet of torque here in the States, and possibly a large-car hybrid setup. Will Honda renew the short-lived Accord Hybrid?

The report is not limited to engine technology, as Automotive News says Honda will move to Continuously Variable Transmissions in a much larger way. We've known for some time that the Japanese automaker is poised to go the belt and pulley route, but it hasn't been clear what vehicles will receive the transmission. Not every vehicle will get a CVT, as the report states that "performance models and off-road vehicles will retain geared transmissions."

AN also provided a breakdown of future product plans, which include a redesigned Fit in summer of 2014, with a 1.5-liter four-cylinder paired with a CVT. Europe will get a hybrid Fit, but American plans for the hybrid version have reportedly been nixed. Honda's smallest offering, may also spawn a compact crossover, slotted below the CR-V, but it's not expected until Spring, 2015.

In other portfolio news, the aging Pilot three-row crossover will receive a new 3.5-liter Earth Dreams V6 when the model is redesigned for 2014. Power is expected to be on the order of 310 horsepower and 265 pound-feet of torque, and a CVT is also part of the program, but only on front-drive models. Also included is additional confirmation that the Civic will get an emergency refresh, a mere 18 months after its launch triggered a lackluster response from critics.

Finally, the AN report also dangles the possibility of reviving the S2000 to compete with the Scion FR-S and Subaru BRZ, but then dashes hopes by saying that its not a priority for the Japanese automaker.

 

[Lord T]

2013 Honda Accord designed to escalate sedan wars

Honda wants to silence its critics when it rolls out the new Accord this week.

The automaker, chastened for cheapening the Civic compact earlier this year, says that won’t happen with the midsize Accord.

It better not. The sedan is up against the toughest competition it’s ever seen.

It faces a new Nissan Altima that leads midsize sedans in highway fuel economy at 38 miles per gallon, and a revamped Toyota Camry that has cemented its place as the best-selling car in America. The stylish Hyundai Sonata, the redesigned and lower-priced Volkswagen Passat, and a new, more efficient Chevrolet Malibu also are on sale. And then there’s the European-looking Ford Fusion due out in the fall.

“It’s certainly a battle royal in the midsize sedan segment,” says Sage Marie, a Honda public relations executive who is coordinating the Accord’s marketing launch. “And we have a lot of confidence.”

Just five years ago, leading the midsize segment wasn’t that difficult. It was pretty much a two-car contest between Accord and Camry, with the Altima a distant third. Camry and Accord still lead, but in the past few years, other car companies have upped their games. American, South Korean and German rivals are chipping away at their sales.

“Honda and Toyota can no longer take it for granted that this is going to be a two-horse race,” says Jesse Toprak, vice president of market intelligence for the TrueCar.com auto pricing service. “It’s a remarkable change, how competitive the segment has become.”

The new Accord has a fresh athletic look and nicer interior. Honda says it’s aiming to beat Camry in sales to individual buyers. That excludes sales to rental car companies and other fleet buyers.

The company has released only a few details about the 2013 five-seat Accord, which it will start making Monday at its factory in Marysville, Ohio. It says the Accord’s fuel economy with be competitive with the Altima. And the price will be similar to the current Accord, which starts at $21,480.

The car’s look is still conservative, and in pictures, it resembles the 2012 version. But side creases give the new version a little more style. And the front and rear look more aggressive and athletic.

The car is a little smaller on the outside and bigger on the inside, says Honda’s Marie. It is shorter — making it easier to handle and park — and more aerodynamic, giving it better gas mileage.

The Accord’s door lines were lowered and the glass area enlarged so the driver and passengers can see better, Marie says. The changes buck the industry trend of making doors taller and windows smaller.

The car also will get all-new engines and transmissions, including a four-cylinder engine with direct fuel injection, a technology that uses less gas by mixing it with air in the cylinder. The new Accord also has a continuously variable transmission that doesn’t shift gears. That allows the engine to work at the optimal level regardless of speed.

Honda also went against trends by giving buyers the option of a V-6 engine. Hyundai, Ford and Chevrolet offer only four-cylinders in their new midsize cars.

 

[Lord T]

2013 Honda Accord Production Begins in Ohio, Marks 30 Years of U.S. Manufacturing

Production of the 2013 Honda Accord begins this week at the automaker’s Marysville Auto Plant, marking 30 years of U.S. manufacturing. The new 2013 Accord’s Earth Dreams engines and transmissions are now being made in Ohio; production began last week on those parts.

The ninth-generation Accord is the latest Honda since the second-generation Accord to be produced at the Marysville facility since the company since 1982. The 2013 Honda Accord will go on sale in September, using an Earth Dreams 2.4-liter four-cylinder paired to a new CVT or a six-speed manual. The 3.5-liter V-6, which will debut after the four-banger, will be coupled to a new six-speed manual or automatic transmission.

In addition to the Accord’s redesigned exterior and interior, Honda is banking big on its new transmissions. The automaker invested $220 million to launch production of the parts in the U.S. The transmission plant, which started building the CVTs for the Accord last week, operates on a new, “highly automated” assembly line that was part of a $70 million, 200,000-sq-ft expansion. Another $50 million has been invested in the same facility for extra aluminum casting operations.

The Anna engine plant, which is where the engines are paired to the transmissions, is also currently under construction to make more space for CVT pulley component production. Currently produced in Japan, the CVT components will start production at the Anna engine plant next year. With capacity to build 1.2 million I-4 and V-6 engines a year, the facility is also the largest auto engine factory in Honda’s global production network.

The 2013 Honda Accord will launch with available features including a forward collision warning system, LED daytime running lights, and a blind-spot monitoring system. Whether you opt for a 2013 Accord with the I-4 or V-6, Honda will offer an available six-speed manual transmission.

 

[HUFF]

The car that chics get when they graduate college and land a job making $45,000

The I made it car lol

Couldnt agree more. Funny how that is. The other part is Brothas buy Camrys and chicks buy Accords. IMO

 

[Lord T]

The car that chics get when they graduate college and land a job making $35,000

The I made it car lol

Fixed it for you. If they're making $45,000 you know they'll go for a Mercedes Benz C Class or a bare bones BMW 328i.

College grads coming out of school making $45k feel like they can "afford anything" and will jump head first into some high monthly car notes! I've seen it plenty of times firsthand with some of the folks from my graduating class.

 

[Lord T]

(Motor Trend)

2013 Honda Accord First Test
Of Its Own Accord

We've given Honda a rough go of it recently for introducing new models that are 10 percent better in every way, but not standouts in their segments. That drives auto journalists and enthusiasts insane, because we look at Honda in terms of its sports cars -- the S2000, the NSX, and so on. We know Honda has engineering chops, but it doesn't seem to be exercising them. So we say.

In its defense, Honda points out that sales of the new Civic and CR-V are up by healthy margins, despite being panned by the Motor Trends of the world. The Honda people say they know their customers, and give them what they want. In fact, they're taking that mantra to the people with an ad campaign for the Accord with the tag line "We know you." They're confident in the face of criticism the new Accord's looks have already generated. They have good reason to be.

If Honda's going to dance to its customers' tune and not ours, the billion-dollar question is simple: Is the new Accord any good? Yes, in fact, it is. It looks better; it drives better; it's a nicer place to spend time; it gets better fuel economy; and it does it all without offending the traditional Accord buyer. Accord people will love it, and the rest of us must admit it's certainly more than 10 percent better than the old one.

As is typical of Honda lately, the improvements aren't blatant. On the spec chart, it doesn't look like much has changed. The new "Earth Dreams" (seriously?) 2.4-liter, four-cylinder engine makes 185 horsepower (189 horsepower in Sport trim!) and 181 lb-ft of torque, slightly less horsepower and slightly more torque than previous iterations, thanks to direct injection and reduced friction. The 3.5-liter V-6 looks a little more impressive on paper, now sporting VTEC and a revised cylinder deactivation system. It picks up 10 horsepower and 4 lb-ft of torque. None of that sounds earth-shattering, but consider this: Four-cylinder fuel economy improves to 27 mpg city and 36 mph highway, while V-6 fuel economy improves to 21 mpg city and 34 mpg highway. Those four-cylinder numbers are right at the top of the class, tied for first in city mileage with the Altima and bested in highway mileage by the Altima and Fusion, and then only by 1-2 mpg.

Next, consider how much quicker the new cars are. We were able to get our hands on a loaded four-cylinder CVT, a four-cylinder manual Sport, and a nearly loaded V-6 manual Coupe. The V-6 hit 60 mph in just 5.6 seconds compared with 6.5 seconds on the last V-6 Accord we tested (an automatic). The four-cylinder was even more impressive, hitting 60 mph in 7.6 seconds with the CVT and 6.8 seconds with the manual, while the quickest last-generation four-cylinder Accord we tested needed 8.2 seconds to do the deed.

There are a few noteworthy components to those results. First is that the cars we tested were between 50 and 110 pounds lighter than previous Accords, which isn't all that much. Honda says the car would've been even lighter, but after finding out about the Insurance Institute for Highway Safety's new small offset frontal crash test, additional bracing was added around the engine compartment to maintain the Accord's top ratings. Second is that Honda still makes the best front-wheel-drive manual transmission in the business. Third is the impressive performance of Honda's new continuously variable transmission.

Enthusiasts aren't fans of CVTs. We often compare them to rubber bands, with the engine winding up like crazy while the power is delivered like a slow, elastic pull as the rest of the drivetrain catches up. Honda's new "G-Design Shift" CVT is the best I've driven. Its behavior most closely mimics a conventional automatic, with engine speed building smoothly rather than jumping to the torque peak and sitting there. Engine speed rises and falls as if it were actually changing gears instead of just moving its ratios around. The only complaint is that it's a little jerky at parking lot speeds; something we hope is unique to our pre-production test cars.

The optional six-speed manual is likewise impressive, whether matched to the four-cylinder or the V-6. Shifts are short and crisp with a good mechanical feel and easy-to-find gates. The clutch, though, is completely numb with no identifiable engagement point. It seems to be spread out across the entire length of travel, and the result is that it's nearly impossible to make a harsh or jerky shift. If you want to impress someone with your smooth shifting, this is the car to do it in.

Less compelling is the six-speed automatic offered with the V-6. The actual changing of the gears is rather slow, and it requires a lot of throttle input to get any acceleration, and even more to get a downshift. Slotting it back into Sport mode helps, but not much. The shifts are crisper, but the transmission computer is always late to the party, offering up a downshift when you're most of the way through a corner rather than as you're braking to enter it. It also tends to get confused about which gear would be best. Speaking of braking, the initial bite of the brakes is good and makes for a segment-average 124- to 127-foot stopping distance from 60 mph. We did notice, though, that the brakes tended to heat up quickly and lose that initial bite when you use them a lot.

The four-cylinder is the sweetheart of the gas-only group. It feels quicker behind the wheel than expected and handles better. While the electric steering in all the cars is totally numb, it's reasonably quick, linear, and nicely weighted. On four-cylinder cars, it's actually quite nice to pilot through the curves -- for a midsize sedan anyway. The car is very neutral in everyday driving, defaulting to understeer when pushed. We tried an emergency lane change-type maneuver and while we were able to get the rear to step out slightly, it never made any attempt to come around. The V-6 car, however, felt more nose-heavy and more inclined to understeer. Furthermore, the steering lost some of its linearity. It felt as though we were constantly beating the power steering with our inputs. We could hear and feel the electric assist motor wind up and then overrun trying to keep up, which only made things worse as we tried to steer back to center. There's also the matter of the V-6 cars' torque steer with either transmission. It's greatly improved from the old model, but it's still present when you get on the gas.

(Continued)

The steering had its quirks, but the suspension was on its game. Enthusiasts will cringe, but Honda has banished the control-arm front suspension for MacPherson struts. Do recall, though, that the BMW M3 and Porsche 911 also use struts. Honda says it's to save weight, which means it was also about saving money on a less complicated design. Regardless of the reason, it works perfectly fine. On the track, all models showed marked improvement on the skidpad and figure eight, while on the road the Accord turned in nicely, held its line, and wasn't upset by mid-corner bumps.

Much credit goes to the dampening. The new Accord rides better than the last gen and is better dampened than much of the segment. The ride feels firm at first, but no worse than any of the competition. What you notice, though, is that you never seem to feel a harsh impact or a wild body motion. The suspension does a fantastic job of controlling body and chassis movements. The Accord is smooth and composed over rough pavement and through corners, with surprisingly little roll that's deliberate and controlled.

The real piece de resistance of engineering here is the plug-in hybrid, set to go on sale in early 2013. Honda wasn't able to provide one for track testing, but we drove it at the launch event. We've hammered Honda for years about its aging Integrated Motor Assist hybrid system, which couldn't deliver the fuel economy of newer hybrids. This new plug-in hybrid is a world apart. The 2.0-liter four-cylinder is mated to two electric motors, one for power and one for regeneration, for a total output of 196 horsepower and 226 lb-ft of torque. Its 6.7 kW-hr lithium-ion battery takes up more than half the trunk, but it delivers a punch. Acceleration is brisk and Honda claims an all-electric range of 10 to 15 miles. What's more, Honda says it will regenerate battery power and add range twice as quickly as any other hybrid. It does this by using the Honda Fit EV's brake system, which uses regenerative braking until you're nearly stopped before switching to hydraulic brakes. Most impressive is that the handoff from regen to hydraulic braking is completely seamless. Likewise seamless is the handoff from electric propulsion to gasoline propulsion and back. That's in part because the car tries to use the gasoline engine like a generator as much as possible, providing electricity to the electric motor when the batter runs down. Above 62 mph, though, it has to switch to full gasoline power with a bit of electrical help, but you never feel it happen. The only knock on the hybrid is that it feels a bit more top-heavy in corners than the others. This is one impressive piece of technology.

No matter which engine you choose, you'll appreciate the quiet. Honda has apparently finally gotten the message about its noisy interiors, and this new Accord, in all guises, is considerably quieter inside than any other Honda. That's in part thanks to a noise-cancelling program built into the stereo as well as physical refinements. Combined with the vastly more comfortable seats, it makes the cabin a very nice place to be. The new dash is more elegant and less cluttered than before with simple, easy-to-use controls in place of a sea of buttons. The front seats are roomy, while the rear seat area is positively cavernous, which is all the more impressive considering it's a smaller car. Honda has again worked its voodoo magic and somehow taken 3.6 inches out of the overall length and a full inch out of the wheelbase while increasing rear seat legroom by 1.4 inches and trunk space by a cubic foot.

Though the car's smaller, visibility remains good. Honda eschewed the current trend of "four-door coupes" in favor of a flat window line and a big, open greenhouse. While it may not look all swoopy and slick, it means the car is very easy to see out of from any seat. Just in case that's not enough, Honda's also fitted a standard backup camera and a system it calls LaneWatch. LaneWatch mounts a camera under the passenger side door mirror that activates automatically when you turn on the right turn signal and basically eliminates your blind spot. If you're checking your mirror and looking over your shoulder like you should before changing lanes, it's not really necessary, but as your gaze swings back to the road ahead, you can't help glancing down at the big screen in the middle of the dash for a bit of reassurance. It does take a little recalibrating to get used to, though, so it's not always good for a quick glance. It can be activated or defeated at any time by a button on the end of the turn signal stalk, which is nice. I'd imagine an owner would get used to it after living with it a while, though I wonder how long it will be until someone blames an accident on it. The left side mirror, by the way, gets a convex outer edge to reduce the blind spot, but no camera, since you'd be looking the wrong way.

While we're not sure what to make of LaneWatch, we do have one firm complaint about the interior, and that's the touch screen stereo control on navigation-equipped models. It replaces the standard buttons and knobs in the center of the dash with a small touch screen and a volume knob sticking out like a sore thumb. It's completely redundant. Everything that can be done on the touch screen can also be done on the big screen, at the exact same time, even. In fact, the big screen does more, like display the title and artist of the song you're hearing. Of course, you'll have to switch over from the navigation screen to see it. Speaking of the nav, while we appreciate the updated graphics, the red and yellow lines delineating traffic conditions are paper thin and very hard to see at a glance. The fact that the stereo sounds tinny unless you crank the bass all the way up is just icing on the cake.

In all, the new Accord is much more than the 10 percent improvement we've come to expect. No, it isn't flashy or trendy (I personally think it borrows from Acura's old styling language -- before it went beak -- with Hyundai Genesis sedan taillights), but it's clearly designed to give midsize sedan customers what they want. It's comfortable; it drives well; it's easy to get yourself, your kids, and your stuff into and out of; it can get out of its own way; and it still gets good gas mileage. Honda's sold more than 11 million Accords since 1976 and thinks it knows what an Accord buyer wants. We think it's right.

 

[big pimp]

Looks good too me.

 

[BDR]

Honda hit a home run with the new accord

Throw some eibach or HR sport springs and some 19s or 20s on that bitch in white shit lookin nice

 

[jagu]

Honda hit a home run with the new accord

Throw some eibach or HR sport springs and some 19s or 20s on that bitch in white shit lookin nice

You were correct when you said that this is the new acura legend. I love the v6 model of this accord.

 

[max-dawg]

Accord has been fell off. Ugly. The Kia Optima is the car to have now

Honda hit a home run with the new accord

Throw some eibach or HR sport springs and some 19s or 20s on that bitch in white shit lookin nice

people really buy cars based SOLELY on how the car looks... or how they look while driving the car?

 

[BDR]

people really buy cars based SOLELY on how the car looks... or how they look while driving the car?

Nigga shut up

What do you think?

 

[knightmelodic]

what it do at the Ring, T? what it do, man?

 

[Mask]

Saw one exactly like this yesterday and said, "that car is nice" my girls cosigned..

(The one we saw looked slightly lower)

I'm guessing 2013 or 2014 model

 

[Mask]

It really does look good

Must say this bitch is cold blooded