2018 Honda Accord
An accord by definition is an agreement. And I think we can all agree that the Honda Accord has been one of the most successful cars of all time, with over 13 million sold here in the U.S. alone. So while an all-new Accord may not spike the excitement meter around here, it certainly is an important vehicle for Honda, as well as for other car makers, as they see what they’ll be up against for years to come.
Sedan sales being what they are these days, you might think Honda would just do a light makeover for the 2018 Honda Accord and call it a year. That’s not the case.
This 10th generation Accord is all-new, riding on a lighter chassis that allows for a lower, wider stance.
Wheelbase is up by over two inches, with virtually all of it upping rear leg roof. There’s genuine full-size sedan space back here, and while the sloping room means really bending over to get in, there’s 6-footer-plus headroom once you do.
Up front, Honda has blended a sportier theme into the familiar space; starting with a nicely thick steering wheel, and adding additional bolstering to the seats.
The gauge panel is virtual, but there are dials here, not just a digital readout for speed like some other Hondas.
A full slate of tech. features naturally, including an 8-inch touchscreen with vastly improved interface; though that’s mostly due to adding some antiquated knobs and buttons back into the mix.
On the practicality front, split folding seatbacks are standard, and trunk space increases by almost a full cubic-ft. to 16.7.
There’s lots new in the powertrain department as well. Base, and destined to be the most popular, is a 1.5-liter turbo-4, which at 192-horsepower, is the most ever standard in an Accord; torque is 192 lb-ft. It comes mated to either a CVT or a 6-speed manual transmission. For a small turbo, it operates very smoothly, and feels totally adequate for daily use.
The upgrade is no longer a V6, but another turbo-4, a 2.0-liter no less. But don’t fret, it’s actually a detuned version of the Civic Type R’s, cranking out 252-horsepower, with 273 lb-ft. of torque, more than the last V6. It connects to either a new 10-speed automatic or a 6-speed manual.
We really enjoyed the manual. It’s not Honda’s best shifter ever, but it just feels like you’re getting away with something, rowing through the gears in this family car.
Finally, the hybrid makes a return as well, combining a normally-aspirated 2.0-liter I4 with two electric motors for a combined output of 212-horsepower.
Regardless of powertrain, the Accord feels as quiet and functional as always, but bigger, and still with just a dash of fun in the mix. It’s not Lexus quiet, or Mazda capable, but it finds a really nice sweet spot in between.
While visibility wasn’t an issue before, A-pillars have been slimmed to enhance the outward view further.
Despite the wheelbase stretch, overall length is actually down, even as the front overhang is up slightly.
But, the altered proportions work wonderfully, yielding a sleeker, coupe-like, profile. Indeed, Honda clearly wanted to steer things in a sportier direction styling-wise; but thankfully without going overboard.
A bit of weight was lost along the way as well, around 150-lbs for most trim levels. Wheels are 17 or 19-inch alloys.
Most of our time, both at the national press launch in New Hampshire and around our headquarters, was spent in a Touring trim Accord with the optional 2.0-liter and 10-speed automatic. New is an Adaptive Damper system with real-time damping control with Normal and Sport modes.
Despite all of the gears, the transmission displayed only the occasional clunkiness.
And at our unfortunately frigid test track, the 2.0T-10 speed combo still delivered; with a 0-60 of 6.5-seconds. There’s plenty of low-end rumble, enough to battle quite a bit of wheel spin. With warmer temps, we feel sub-6 seconds would be more the order of the day.
Things are smooth and steady from there, eventually tripping the lights in 14.8-seconds at 100 miles-per-hour. Easily comparable to last year’s V6.
It doesn’t feel vastly lighter than before, but nimbler for sure with noticeably less body roll. Turn-ins are quicker and overall the car simply feels more responsive, and yes sportier!
Honda Sensing safety systems, including Collision Mitigation Braking are standard on all Accords.
Government Fuel Economy Ratings aren’t finalized for the 2.0-liter, but in mixed driving we averaged a good 28.6 miles-per-gallon on Regular.
Pricing starts with LX trim at $24,445; top level Touring trim begins at $34,675.
Yes, it’s not a great time to be in the 4-door car business these days; but if there’s one sedan that should have no problem staying relevant in this SUV obsessed world, it’s the 2018 Honda Accord. It’s because it still delivers what it always has; reliable, highly efficient, practical, trouble-free transportation in an increasingly refined and sophisticated package. Honda fans are sure to follow… Accordingly.
Specifications
- Engine: 1.5 liter / 2.0 liter
- Horsepower: 192 / 252
- Torque: 192 lb-ft. / 273 lb-ft.
- 0-60 mph: 6.5 seconds
- 1/4 mile: 14.8 seconds @ 100 mph
- EPA: Average 28.6 mpg
2025 Land Rover Range Rover Evoque
Baby Rover Continues To Evolve
When most people hear “Range Rover” they tend to think of high class, high performance and high dollars. But, Range Rover does the entry-level thing quite well too with this Evoque. It has plenty of posh attitude, along with some recent updates. So, let’s see how the Evoque continues to evolved.
Our involvement with the Land Rover Range Rover Evoque’s evolution began when this small utility first arrived for 2012. It looked more Spice Girl than Tough Mudder, but it packed a surprising amount of capability into its subcompact dimensions. This second gen arrived for 2020, and has gained recent updates at the most likely midway point in its lifecycle.
Intrigued but not necessarily enthused could probably best describe our history with the Evoque, but Land Rover always has a way of drawing us in with very tasteful designs. They pretty much got this one right back in 2020, so styling revisions are largely limited to new Pixel LED headlights and a reshaped front fascia. There’s also new super-red signature lighting in back, all of it done to bring the Evoque more in line with the rest of the Range Rover family.
And like all of its siblings, all-wheel drive is standard and it does have Terrain Response 2 with specific off-road modes, but no one’s expecting to see a lot of Evoques out on the trail, unless there’s a new Lululemon Outlet at the other end of it having a killer sale.
Land Rover has once again taken the P300 296-horsepower version of the Evoque’s 2.0-liter turbo-four out of the lineup, leaving just the standard 249-horsepower version under the clamshell hood. No complaints from us, its 269 lb-ft of torque is more than adequate to move this 3,900 lb. ute around.
And at Mason Dixon Dragway, it moved us to 60 mph in 7.7 seconds. There was plenty of traction off the line, and while not overwhelming, power feels plentiful, staying very consistent down the track. Gearchanges in the Evoque’s nine-speed automatic transmission were quick and smooth, barely a blip in the process as we finished the quarter-mile in 16 seconds flat at 85 mph. Plenty quick for a compact utility with luxury intentions.
[It maneuvered] with a substantial presence that not too many small utilities have.
It felt quite good through our handling course too, with a substantial presence that not too many small utilities have. The Evoque uses selective braking to torque vector power between all four wheels, and it enabled us to cruise through the cones quickly without any excessive understeer or oversteer. There was some nosedive during our panic braking test, but the brakes were very responsive and strong enough to bring us to a halt in a short 115 feet from 60.
But, it’s the inside experience that really matters with any luxury vehicle, particularly in a Range Rover. And here things look more high-end Swedish than Tudor or Victorian, with a minimalist cabin design that’s way more visually appealing than practical. There’s real leather covering just about everything, and what appears to be just a tablet stuck in front of the dash is a new 11.4-inch touchscreen. Not only are the inner workings much faster than the previous infotainment setup, but the entire interface of this Pivi Pro system is vastly better than the split screen approach of before.
The center console that leads up to it appears much less cluttered and frees up some additional space for storage. The shifter is still here, but it has gotten much smaller. Front seat space and comfort remain high, though rear seat room is still very tight for adults. Cargo space is not bad for a small utility, with room for 21.6 cu-ft. of gear in the hold, which expands with 40/20/40 split-folding seatback flexibility to 50.5 cu-ft.
Government Fuel Economy Ratings are 20 City, 27 Highway, and 22 Combined. That’s an average Energy Impact Score, using 13.5 barrels of oil annually, with CO2 emissions of 6.6 tons.
Land Rover has been paring things down in the Evoque lineup for years, no longer offering a two-door version or the convertible, and now have simplified things even further to just the P250 available in only two trims: S, which stickers for $51,175, and Dynamic SE, which starts at $56,375; but you can add just about every package available and still come in right around $60,000.
Luxury-minded utility vehicles are coming at us from all angles these days, but the 2025 Land Rover Range Rover Evoque is a bit unique in that it remains as sort of a cheat code for sneaking you into the Range Rover VIP experience. You’ll feel like you’re getting away with something every time you drive it.
Specifications
As Tested
- Engine: 2.0-liter turbo-four
- Transmission: 9-speed automatic
- Horsepower: 249
- Torque: 269 lb-ft
- 0-60 mph: 7.7 seconds
- 1/4 Mile: 16 seconds at 85 mph
- Braking, 60-0 (avg): 115 feet
- EPA: 20 City | 27 Highway | 22 Combined
