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
2024 Honda Ridgeline TrailSport
It Does Truck-Like Things Better Than Ever
Honda brought something truly unique to the pickup truck scene when their mid-size Ridgeline debuted for 2006. In 2017, it moved towards becoming a little more true truck-like, both in form and capability, now with yet another step in that direction for 2024. So, let’s see if the Ridgeline is really hitting its stride.
For 2024, it’s all about making this Honda Ridgeline better than ever. There are styling tweaks outside, along with tech and functional improvements inside, but the biggest news is the Ridgeline has now joined Honda’s TrailSport family of off-road inspired vehicles. This more-true-trucklike, second-gen Ridgeline been around since 2017, receiving periodic updates over the years; but joining the TrailSport family is the biggest leap yet.
Primarily, the TrailSport transformation includes General Grabber all-terrain tires, mounted on new Pewter Gray 18-inch wheels, steel underbody protection, and retuning the strut front, and multi-link rear suspension for added wheel articulation. And while we always appreciate the additional traction of off-road tires, the Ridgeline’s standard i-VTM4 all-wheel drive, with Intelligent Traction Management and snow, sand, and mud settings, was already quite capable of handling all but the most extreme off-roading, ground clearance of just 7.6 inches being it’s only real hinderance.
A 3.5-liter V6 remains under the hood as it has since the Ridgeline debuted for 2006; the current version outputs 280 horsepower and 262 lb-ft of torque, plenty enough muscle to handle its 5,000-lbs. towing capacity. A nine-speed automatic transmission with paddle shifters and bevy of push and pull buttons on the console replaced the six-speed automatic back in 2020.
In addition to adding TrailSport capability, a big focus for this update was making it more user-friendly inside, starting with the central touchscreen growing from 8 to 9 inches. It also gets faster processing speeds, menus have been simplified, and the native navigation system is improved with better graphics. It’s accompanied by a new digital instrument cluster, along with an upgraded center console with more storage space. Unique TrailSport touches include heavy duty floormats, leather-trimmed seats, orange stitching throughout the cabin, and orange ambient lighting.
The Ridgeline continues to offer things available nowhere else in the pickup truck market.
Exterior styling doesn’t exactly shout “macho big rig coming your way,” but the more vertical face and larger grille that arrived for 2021, along with this year’s added TrailSport elements, do continue to toughen up the Ridgeline’s image. The 5’4” bed remains highly functional with no large wheel well intrusions, multiple tie-downs points, lighting and even speakers. And of course, the Ridgeline continues to offer things available nowhere else in the pickup truck market, like the dual-action tailgate, and large, lockable, drainable, underbed storage. Not to mention being able to drive around in true car-like comfort, something we took full advantage of on our way to our Mason Dixon Dragway test track.
There was great grip off the line, with full power arriving smoothly but quickly, helping us to get to 60 in 7.0 seconds flat, a tenth quicker than the last Ridgeline we tested. That power delivery stayed fairly consistent the whole way down the track, barely interrupted by the nine-speed automatic’s smooth shifting. Our best quarter-mile run was 15.5 seconds at 90 mph.
The revised suspension and knobbier tires didn’t really seem to add or detract from handling prowess, as it felt as solid, nimble, and car-like as it always has through our cone course. Perhaps a little less stiff than before, but good feedback, tight steering, and minimal body roll for a pickup, made for a very confidence inspiring experience. In our braking test, we stopped in a respectable average of 123 feet from 60, with only moderate amounts of nosedive and good feel through the pedal.
There is, however, a slight reduction in Government Fuel Economy Ratings with the all-terrain tires; 18-City, 23-Highway, and 20-Combined, our average, right on, at 20.4 mpg of Regular. That’s a slightly below average Energy Impact Score of 14.9 barrels of yearly oil use, with CO2 emissions of 7.4 tons.
TrailSport pricing falls in line just under the Ridgeline’s top Black Edition trim with a starting price of $46,375, about five grand over a base Ridgeline Sport.
So, whether you consider the Honda Ridgeline to be a “real” truck or not, this ruggedly smooth 2024 TrailSport does truck-like things better than ever. And we’re not just talking about the slight upgrade in off-road performance, we’re talking about a flexible bed to help you get chores done, and the ability to tow or haul with comfort and flexibility other trucks can only wish for. It’s why the Ridgeline brings more first-time buyers to Honda than any other vehicle, and why it continues to be a great choice in the growing midsize truck realm.
Specifications
- Engine: 3.5-liter V6
- Transmission: 9-speed automatic
- Horsepower: 280
- Torque: 262 lb-ft
- EPA: 18 City | 23 Highway | 20 Combined
- 0-60 mph: 7.0 seconds
- 1/4 Mile: 15.5 seconds at 90 mph
- 60-0 Braking (avg): 123 feet
- MW Fuel Economy: 20.4 mpg (Regular)
- Max Towing Capacity: 5,000-lbs