The latter two are designed to reduce engine noise.Īs for the hybrid, the 2.0-litre, Atkinson-cycle, four-cylinder engine is all-new and features direct injection, while a fourth generation, hybrid-electric system uses two motors mounted side by side. Output from the 1.5 is unchanged, but Honda has fine-tuned it with an upgraded direct-injection system, new cold-active catalyst and high-rigidity crankshaft and oil pan. The 1.5-litre, turbo four-cylinder is now the only gas engine remaining, as the 2.0-litre, turbo four has been discontinued. combined) that’s paired with an electronic CVT for the two hybrids.Īll models are offered in front-wheel drive only. of torque) mated to a continuously variable transmission (CVT) for the gas EX model, and a 2.0-litre, Atkinson-cycle, four-cylinder/two-motor hybrid system (204 hp and 247 lb. The new Accord has two powertrains: a 1.5-litre, turbocharged VTEC four-cylinder (192 horsepower, 192 lb. While no time frame has been announced, Honda is setting a 50-per-cent sales goal for Accord hybrids, which mirrors the one it set for the CR-V hybrid, also all-new for 2023. This is the environment the all-new 11th generation model launches into, as cars begin arriving in Canadian dealerships. Sales of the outgoing 10th generation model in Canada checked in at 38,879 units during its run from 2018 through 2022, which is a far cry from its glory days in the 1990s and 2000s, but still robust enough to warrant a new generation. The downward trend has caused many automakers to abandon cars, especially mid-size sedans.ĭespite a grim trend, Honda is sticking with sedans, for now at least, and the Accord has done its part to hold the line. Sedans account for barely 20 per cent of new vehicle sales, and that figure continues to shrink. But my drive took place on a very cold day (-18C), which tends to hammer fuel efficiency, regardless of the source of propulsion. during my drive, which is much worse than the 5.3 figure Honda has published. I will say my tester logged a combined fuel consumption number of 7.9 litres/100 km. The places you put your hands on look and feel great, and hard plastic is mostly out of the driver’s eye line, on lower door panels and footwells. The quality and variety of trim materials, and the leather seating, which is quite comfortable and supportive, give the ’23 Accord more of an upmarket feel. It is more sophisticated than its predecessor.Īnd I really like what I see in the cabin. They are all distinct, of course, but common themes of premium styling, greater refinement, new tech, and improved road handling unites them.ĭriving the Accord, I was struck by its sleek, handsome styling. Maybe I’ve driven too many Hondas over the past six months, but the new Accord reminds me a lot of its other recently remade stablemates, such as the Civic and CR-V. The National Highway Traffic Safety Administration gave the Accord Hybrid five stars in all three of its crash tests and a five-star rollover rating, while the Insurance Institute for Highway Safety gave all versions of the 2021 Accord sedan, including the hybrid, its top crash rating in every test.Among its many changes, the ’23 Accord represents another front in Honda’s march towards electrification, with a lineup featuring two gas-electric hybrids (Sport Hybrid and Touring Hybrid), and just one gas model, the entry-level EX.
2017 ACCORD HYBRID DRIVING IMPRESSION PLUS
Move all the way up to the $36,440 Hybrid Touring - which this review loaner was, plus $995 in fees to total $37,435 - and you'll add 19-inch alloy wheels (because bigger wheels are fancier), active dampers to make the ride and suspension smoother, ventilated front seats, heated rear seats, and parking sensors, among other things. The $32,890 EX-L gets you all of that plus leather seats, a four-way power passenger seat, and 10 speakers instead of eight. Each has 212 horsepower, 232 pound-feet of torque, and a continuously variable transmission. Trim levels for the 2021 Honda Accord Hybrid. Account icon An icon in the shape of a person's head and shoulders.
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