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 Buick Enclave
Buick’s Biggest Utility Gets More Premium Look, Less Premium Powertrain
Buick is now an all SUV brand with the three-row Enclave sitting at the top of their lineup. And for this all-new third generation, it looks like Buick has finally given it the true flagship treatment it deserves. Reason enough for us to see what else new this posh performer has in store.
Don’t think of this 2025 Buick Enclave as just a new third generation of Buick’s largest three-row SUV, but more of a total reboot for a luxury segment pioneer. Part of that reinvention is swapping out the 3.6-liter naturally aspirated V6 engine, that has been the heart of this large crossover since it arrived on the scene for 2008, for a new 2.5-liter turbocharged four-cylinder.
Though using two fewer cylinders, it rates 18 more horsepower at 328. The gain in torque is even greater, climbing from 266 to 326 lb-ft.
Power from a start and when tooling around town feels pretty good, but you do notice that engine working hard under the hood; there is more engine noise and it’s not as smooth as many competitors who have also made the switch to turbo-four power. Max towing rating remains at 5,000 lbs. The new standard automatic transmission loses a gear, dropping from nine to eight, a simplifying move we applaud. All-wheel drive is a $2,000 option with all trims.
The Enclave rides on the same front-wheel-drive based chassis that supports the Chevrolet Traverse and GMC Acadia. It remains the most luxurious of the three, though all have made big upward strides. And that luxurious feel is very evident inside where things appear special without flaunting it. Materials are vastly improved over the last gen, especially in top Avenir trim which is the choice for most Enclave buyers.
Front seats are very comfy, well suited for long days of highway travel. It’s hard to miss the 30-inch ultra-wide display, similar to Cadillac’s. It is big, but not intimidating as operation is very logical and you can easily configure things as you want them, including bringing the nav screen up full in front of the driver.
Front seats are very comfy, well suited for long days of highway travel.
Between the seats is a very substantial console with lots of storage space and standard wireless phone charging. There is definitely room for full-size adults in all three rows of seating. Big, plush captain’s chairs with all trims for the second row; and a less plush but still comfortable three-place third row.
GM’s Super Cruise has now made it to Buick’s lineup, available as a standalone package for any trim. It remains a favorite of ours for hands-off highway cruising. Despite feeling adequately powered on the street, the Enclave’s turbo-four felt a little out of its element at our Mason Dixon Dragway test track. There was very little jump off the line, just a slow wind up to 60 of 8.0 seconds, with the quarter-mile completed in 16.0 seconds flat at 92 mph.
We could really feel the Enclave’s weight in our handling course, about 150-lbs. over last year, even with less motor under the hood. But there was very little body roll, and no excessive oversteer or understeer. In panic braking runs, there was good feel through the pedal, and solid stops from 60 averaging a fine 111 feet.
To all of our eyes, the Enclave is bigger yet much better looking than before. Now more sophisticated using Buick’s PURE philosophy which emphasizes Purity in design, Unexpected details, Refined finishes, and Exceptional execution.
With all-wheel drive, Government Fuel Economy Ratings are 19 City, 24 Highway, and 21 Combined; we managed a great 24.9 mpg of Regular. That’s a slightly below average Energy Impact Score, consuming 14.2 barrels of oil yearly, with 7.0 tons of CO2 emissions.
No more Essence or Premium Enclaves, as the new gen brings new trim names along with it; the base option now being Preferred which starts at $46,395, and unless you choose white, you’ll be paying extra for all exterior colors. Just a short step from there to the Sport Touring for $48,795, and then a much bigger bounce up to Avenir at $59,395.
With so many big utes now aimed at luxury and near luxury buyers, it’s getting harder and harder for Buick to stand out. Being an all-utility brand, with one of the freshest lineups in the industry, will no doubt help. The 2025 Buick Enclave is a very stylish, well-equipped, well executed large three-row crossover that’s priced right.
Specifications
As Tested
- Engine: 2.5-liter turbo-4
- Transmission: 8-speed automatic
- Horsepower: 328
- Torque: 326 lb-ft.
- EPA: 19 City | 24 Highway | 21 Combined
- 0-60 mph: 8.0 seconds
- 1/4 Mile: 16.0 seconds at 92 mph
- Braking, 60-0 (avg.): 111 feet
- MW Fuel Economy: 24.9 mpg (Regular)