We’ve tested every powertrain available in the 2018 Accord, which despite a prevalence of all-wheel-drive (AWD) competitors remains exclusively front-wheel drive (FWD). Two turbocharged, downsized 4-cylinder engines replace the naturally aspirated 2.4-liter 4-cylinder and 3.5-liter V6. Our loaded 2.0T Touring shares its 2.0-liter four with the Civic Type R, which claims to be the fastest FWD production car around Germany’s Nurburgring race track. Floor the gas from a stop, and the Accord will light up its front tires like the Type R for a dozen or so feet, pressing you back into the seat. Whatever you might think about little 4-cylinders powering larger cars, forget about it. This engine has 252 horsepower, which is down from the 278-hp V6. But the 273 pound-feet of torque (up 22 lb-ft) kicks in just off idle (1,500 rpm) and stays flat until 4,000 rpm. In other words, the Accord can out-drag your neighbor’s Fusion and provide steady thrust at any rpm, even with several adults weighing it down. It’s a remarkably smooth, quiet, and pleasant-sounding engine, too. If we’re making comparisons, the Honda is right up there with BMW’s turbo 2.0-liter four.
The 2.0-liter is paired with a 10-speed automatic with a Sport mode and paddle shifters. It’s quick to respond and doesn’t fumble trying to choose the best ratio or lug the engine in too high a gear when cruising. In Sport trims, a 6-speed manual is available. Let’s repeat: A stick-shift is still available in one of the most popular family sedans in America. Since it’s a Honda, the shifter's action is precise, short-throw, and comes with easy clutch engagement. Working the manual is a true joy that can’t be had in any of the Accord’s direct competitors.
The base engine in all 1.5T models is a 1.5-liter turbo four shared with the smaller Fit, only here it makes a stout 192 hp and 192 lb-ft of torque. Again, that torque is delivered early and lasts a long time, from 1,600 to 5,000 rpm. While not as surprisingly quick as the 2.0T, the 1.5T is still enough engine for the Accord despite being louder and less refined. Instead of the 10-speed automatic, the 1.5T comes with a continuously variable transmission (CVT). Unlike CVTs in Nissan or Toyota models, this one mimics the feel of a conventional automatic without the “rubber band” effect of a strained engine always working at high revs. The manual is also available with the 1.5T, though we found the CVT was the better match in keeping the engine’s limited power on the boil. A manual 1.5T is still fun and no slug, but you’ll need to work a lot harder.
The hybrid falls short on refinement and power. While its 1.3-kilowatt-hour lithium-ion battery is smaller and repackaged underneath the rear seats, the powertrain is largely a carryover from the 2017 model. Its 2.0-liter four is gritty and coarse, and even with electric assist, it’s too annoying for all the gallons you’ll end up saving. Fuel economy, while not available at this time, may surpass the previous hybrid’s 49-mpg city and 47-mpg highway rating. That’s stellar, but now that we’re two decades into hybrid technology, a harsh powertrain should be inexcusable in this segment. The Accord 1.5T is rated at 30 mpg city, 38 highway with the CVT, while the 2.0T automatic drops to 23, 34. Sport and Touring trims have lower ratings, as do the manuals. We averaged about 28 mpg.
Elsewhere, the Accord—hybrid included—is brilliant when the road twists. Our car’s adaptive dampers didn’t do anything noticeable, but all Accord models are compliant, comfortable, and soak up bumps with ease. Noise is muted well (Honda even put insulation across the width of the wheel rims to drown out the road). The steering is direct and lively, the brakes grab nicely, and it’s plain fun to toss this car around. The Accord won’t complain, and neither will you.