Honda has built and sold millions of midsize cars in the U.S. for decades and has perfected the family sedan recipe with the Accord: comfortable interior, respectable fuel economy, affordable pricing and a full suite of safety gear.
Accord design has evolved with the times, notably to stand out in an expanding sea of crossovers and SUVs, more recently by embracing sportback styling.
The Accord, a mainstay of Honda’s lineup and the midsize sedan market, is redesigned for 2023 with sportier handling, a more tech-forward cabin and a hybrid-dominated lineup.
The newest body has been stretched 2.8 inches, with front-to-back upper character lines along the side, and a longer hood. The fastback roofline remains but with cleaner lines.
The Accord is now available in six trims: LX, EX, Sport, EX-L, Sport-L and Touring — down from 10 on the outgoing model.
Honda’s turbo 2.0-liter, inline four-cylinder engine, mated to a 10-speed automatic, has been discontinued. Base LX and EX models are powered by a turbocharged 1.5-liter, four-cylinder engine paired with a continuously variable transmission. The package delivers 192 hp and 192 pound-feet of torque. Honda says the carryover powertrain has been updated for enhanced fuel economy: 29 mpg in city driving, 37 mpg highway and 32 mpg combined.
But Honda is banking on hybrid powertrains to anchor the 11th-generation car’s lineup, with four positioned at the top.
The Sport, EX-L, Sport-L and Touring trims come equipped with Honda’s fourth-generation 2.0-liter, inline four-cylinder engine with two electric motors mounted side by side. The hybrid engine produces 209 hp and 247 pound-feet of torque. The hybrid system is more responsive and refined, especially at highway speeds, Honda says. The hybrid powertrain is also EPA-rated to achieve 44 mpg combined.
Journalists recently drove the Accord in Southern California, and we’ve rounded up some early reviews.
“The 2023 Honda Accord grows larger, roomier, sportier and is more lavishly equipped. There’s plenty of useful technology, including a larger infotainment display which, on the top trim Touring package adopts new Google maps and apps, as well as the Google Assistant voice tech. The new Accord also introduces a new hybrid powertrain that delivers a once seemingly impossible blend of improved performance and impressive fuel economy — as much as 51 mpg in around-town driving.
“The new sedan is more expensive — though that shouldn’t come as a surprise these days when the average U.S. buyer is paying more than $45,000 for a new vehicle. And, for what you get, even in the base 2023 Accord, it seems more than a fair price. …
“The new hybrid powertrain is a big improvement over the prior gas-electric system: smooth, torquey and confidence-inspiring. Under normal driving, you’ll barely notice its presence, the package spending much of its time relying on the electric half of the package to power you along. Kick down the throttle and it’s more than happy to show what it can do, however, especially in Sport Mode.
“The system introduces a digitally created soundtrack designed to enhance the sense of power and performance. It is a bit artificial and some folks might find it intrusive.
“Along the coast and onto the I-5, the hybrid drivetrain was more than up to what I demanded of it. It’s able to blend into freeway traffic and, if needed, easily execute a pass at 80 mph. The new powertrain’s muscle was equally obvious as I worked my way up into the Laguna Mountains towards Julian, at 4,200 feet.
“The upgraded suspension stayed firmly planted as I zigzagged through sharp mountain turns, with far less body roll than the prior generation Accord was wont to deliver. The steering was a little vague in Normal Mode but tightened up nicely when switched to Sport.
“If I experienced any surprise it was how well the Touring model handled things on the return trip. It wasn’t quite as taut in the corners, but it remained poised and confident, adding a little more compliance to the suspension to soak up bumps and potholes.”
— Paul A. Eisenstein, The Detroit Bureau
“This is not a sports car in the way we know sports cars. The hybrid system mates an Atkinson-cycle 2.0-liter i-VTEC inline-four that makes 145 hp with two electric motors which generate 247-lb-ft of torque. Most of the time, the set-up — let’s call it a power unit — operates as a series hybrid, meaning the electric motors drive the wheels directly, while the carbon-burner is connected to the electric generator and starter motor and functions as an electrical generator, supplying power to the hybrid battery and the propulsion motors.
“The interior is simple and elegant (simplicity is luxury in the age of multiscreens), and the latticed metal strip that crosses the dash is a nice touch — textured and not overly designed.
“Make no mistake: This is a front-wheel drive family sedan. But I’ll be damned if, while traversing ridgetops in old reliable Cali twisties, I found myself enchanted by its performance capabilities. My red Sport is mounted on 19-inch alloy wheels and 235/40R19 all-season Michelins. There are three modes — EV, Hybrid, and Sport. The modular platform is remarkably planted. The steering is a little light but feels sportier than it should. There was minimal understeer, all things considered. The car was difficult to upset, and playful when pushed. The just-shy-of 250 pounds of torque was plenty to get my blood pumping.”
— Mike Guy, Road & Track
“Ice patches lurked in curves where the sun had yet to break through Ponderosa pines and other fir trees. Other parts of the road steamed with the melt. This was where the Accord Hybrid’s revised regenerative braking system became an unintended but welcome helper.
“Honda introduced six regen brake settings accessible through paddle shifters that are much more significant than the four regen settings in the outgoing model. The sixth setting uses both the motors and friction braking to bring the Accord Hybrid to a near stop, like many battery electric vehicles, but not a complete stop for true one-pedal driving. The last 10 feet require a brake, as if it were a gas car in gear.
“The different settings helped me get down the hill without taxing the brake pads, but also to control speeds that would’ve had me downshifting into the low gear of a gas car.
“Those regen settings help with efficiency even more so. In Econ mode or Sport mode, the 2023 Accord Hybrid averaged more than 53 mpg in similar routes of about 14 miles each with a posted speed limit of 55 mph. Even with variances in stops, modes, and regen settings, it consistently outperformed EPA ratings of 46 mpg city, 41 highway, 44 combined for Sport, Sport-L, and Touring trims. …
“One other neat feature about the regen brake system is that when the regen hits the 0.3 g threshold that flashes the brake lights, brake lights appear on the little car in the instrument cluster.
“Sport mode adjusts throttle and steering responses to be more sensitive, and Honda programmed the engine’s behavior to approximate gear shifts. They’re blips on the power needle, while Honda pipes in engine noise and simulated shifts through the speaker system. It might be counterintuitive for a system prioritizing efficiency, but it gives the Accord a dualistic nature where it’s muted in Econ mode. You can have your cake and eat it too, just don’t expect it to come quick.”
— Robert Duffer, Green Car Reports
“If you want the best picture of the new Accord, start at the bottom. The base LX and next-step EX models come with a 1.5-liter turbocharged four-cylinder engine and continuously variable transmission (CVT). Fuel economy comes out about even compared to last year’s car and remains respectable at 29/37/32 mpg city/highway/combined.
“At 192 horsepower and 192 lb-ft of torque, the little engine is appropriately powerful for the car. The turbo comes on quickly and makes the car pretty zippy off the line as basic midsize sedans go. Honda’s CVT remains one of the best around, changing ratios quickly and smoothly and making the most of the available power. The brake pedal is a little vague, but the relationship between pedal travel and stopping power is correct, and the car stops well.
“The electric power steering provides just a little bit of road feedback, and the weighting feels natural and predictable. While the Accord is no sport sedan, the suspension controls the body movements nicely, and the weight transfer as you go around corners feels deliberate and dignified. If you want to drive quickly, it’s game, but this Accord doesn’t go out of its way to inspire you.
“On the smaller 17-inch wheels and taller (and thereby squishier) tire sidewalls, the ride quality is about the same as that of the previous-generation Accord or on par with the rest of the class. As is often the case in Hondas, there’s more tire and engine noise in the cabin than we’d prefer, but other outside noise is well suppressed.
“Elsewhere inside, the slightly upscale take on the already good Civic interior is a win, though we think it would feel like a bigger win had Honda launched the new design language on a more expensive car like this first so we didn’t automatically associate it with the least expensive car on the lot. At least the Accord gets an all-digital instrument cluster across the lineup.”
— Scott Evans, Motor Trend
PHOTO GALLERY: 2023 Honda Accord
“The upshot with the hybrid, at least, is that you can get a remarkable 51 mpg for the EX-L. It may not quite have the oomph to soundly defeat, say, a Toyota Camry TRD, but the eleventh-generation Accord rides on the brand’s new global architecture, with better ride and handling characteristics as well as improved steering feel over the previous model.
“If you enjoy tons of tech, then the 2023 Honda Accord Touring will bring a fun amount of kit to the table. You get a Google-integrated infotainment system, while Honda has Accord buyers covered on safety too. You get collision mitigation braking, road departure warning, adaptive cruise control and lane-keep assist across the entire range. The Touring goes a step further with low-speed braking control and parking sensors, as well as wireless phone charging and a 12-speaker Bose stereo system.”
— Zach Butler, The Fast Lane Car.com
“Engineers added chassis reinforcements and reworked the rear suspension for a more comfortable ride.
“The steering is quick and direct. Acceleration is acceptable.
“Several drive modes are available. Sport alters steering and throttle response, while EV allows battery-only driving for short distances at speeds up to around 30 mph.
“The Accord was composed on mountain roads and quiet at highway speeds. …
“Bigger windows improve visibility, while a wide center console provides useful space for cupholders, bins and devices.
“Passenger and luggage space are essentially unchanged, but the interior is entirely new, including a 12.3-in touch screen in hybrid models. Hybrids also get wireless Apple CarPlay and Android Auto compatibility.
“I spent most of my day driving a top of the line Touring hybrid with every available feature, including a head-up display, 12-speaker Bose audio, voice-activated Google maps, virtual assistant and music.
“It was comfortable, quiet and very nearly luxurious, trimmed entirely in black. Soft materials covered virtually every surface and the air vents had real metal grilles, as in the Civic.
“The touch screen responded quickly, but Honda remains wedded to the idea that while volume dials may be a regrettable necessity, tuning dials are simply ridiculous. Don’t even ask for one.
“There’s some progress on the user-interface learning curve: physical buttons and a toggle have replaced the maddeningly vague capacitive steering wheel volume and tuning controls on previous models. They’re intuitive and easy to learn.”
— Mark Phelan, Detroit Free Press
“Ride and handling are smoother and better regulated than ever. This is especially true of the models with 19-inch wheels, as each engine/wheel-size combo gets its own damper tune to offset such inherent differences.
Credit also goes to the enlarged and realigned rear trailing-arm bushing, which reduces impact harshness without adding lateral squishiness that might screw up the Accord’s cornering prowess.
In fact, the steering feels even more clear thanks to low-friction ball joints and a revised upper-strut mount. But there is a caveat. Hybrids have Normal and Sport settings that alter throttle sensitivity and steering effort, among other things. Steering feels far more authentic in Normal, whereas in Sport it seems artificially heavy (there are also Econ and mix-and-match Individual settings).
“Hybrids also get another desirable standard upgrade in the form of a 12.3-inch touchscreen that supports wireless phone mirroring (the 7.0-inch system needs a cable). It’s a thoughtful implementation, with a broad finger rest that makes selections easy and a welcome volume knob (that could be larger). Honda expects people to mirror their phones and use familiar apps, so factory navigation and satellite radio are absent. The Touring adds Google Built-In, which offers Google Assistant and a full integration of Google Maps. You can also ‘Hey, Google’ your way to climate control and other in-car adjustments that a paired smartphone can’t match, but we’re not sure it’s a must-have. It is complimentary for three years, but the re-up price is TBD.”
