The verdict: The redesigned 2023 Honda Accord is better than its predecessor, though not by leaps and bounds, and remains one of the best choices in the dwindling mid-size sedan class.
Versus the competition: As more and more mid-size sedans are discontinued, the Accord soldiers on and solidifies its position as one of the best in its class, though it cedes aggressiveness and performance to (of all things) the Toyota Camry.
As we stopped to shoot photos and video of the new Honda Accord, what appeared to be a vulture circled overhead — an encapsulation of the state of the mid-size sedan class that’s perhaps a bit too on the nose. Notable models like the Volkswagen Passat and Mazda6 are discontinued, and the status of others seems tenuous at best as shoppers continue to display their preference for SUVs. But Honda doesn’t think the sedan is dead quite yet, and the new 11th-generation Accord is evidence of that.
Related: 2023 Honda Accord Makes Hybrid Gains, Loses Turbo Upgrade
As part of its update, the Accord gets new styling that brings its looks in line with other Hondas. To my eyes, it looks like a big Civic, and I mean that as a compliment because I think the current Civic is one of the handsomest mainstream vehicles currently on sale. The automaker also eliminated the optional turbocharged 2.0-liter four-cylinder gas engine; buyers have a choice of a new hybrid powertrain using a 2.0-liter four-cylinder and two electric motors or an updated (but mostly carryover) turbo 1.5-liter four-cylinder engine and continuously variable automatic transmission. As with the redesigned 2023 CR-V compact SUV, however, the majority of 2023 Accords — and all Sport models — will come exclusively with the hybrid powertrain. All Accords also remain front-wheel drive even as all-wheel drive proliferates among competitors.
I traveled to Southern California for our first chance to drive the 2023 Accord and got to experience both the Sport and Touring hybrids as well as the gas-only EX (per Cars.com’s ethics policy, we pay for travel and lodging when attending such manufacturer-sponsored events). The good news for shoppers looking for a sedan is that the new Accord is better than its predecessor and one of the best choices in its class. The good news for buyers of the previous-gen Accord is that you shouldn’t feel buyer’s remorse — the improvements are mostly incremental.
Easy and Mostly Pleasant to Drive
While “easy to drive” usually is faint praise — like a “very drinkable” beer — here it’s a compliment. Mid-size sedans should be comfortable, and the new Accord continues to excel in that regard. Hybrid versions have a system total of 204 horsepower and 247 pounds-feet of torque, and even though that includes models with the Sport designation, sportiness is not the Accord’s strong suit. The hybrid remains composed through corners with minimal but noticeable body roll, as well as little understeer despite its FWD configuration. According to Honda, the rear track is 0.4 inch wider, suspension tuning has been updated and the car is stiffer than the previous generation; none of that translates into significant handling improvements, but it is better. I do feel like some of my enjoyment of the Accord’s handling can be attributed to the simple fact that it’s a sedan in a market increasingly awash in SUVs; I love the feeling of sitting lower, and the car’s lower center of gravity compared with an SUV.
The Accord rides a bit firmly with the 19-inch wheels and low-profile tires that go on the Sport and Touring models I drove, but not so much that I found it truly objectionable. Steering, as in the previous generation, remains communicative and doesn’t feel overboosted; switching the drive mode into Sport adds extra artificial heft. Notably, the Sport and Touring trim levels had no noticeable difference in performance or dynamics. Accelerator pedal response is disappointing in hybrid mode, but power comes on more linearly when the powertrain is only using electric power. Like most hybrids, the gas engine is quick to join the party under brisk acceleration; I observed the best power delivery when cruising at highway speeds with the gas engine off before stepping on the accelerator to pass.
Instead of shifting, the paddles mounted on the steering wheel adjust the Accord Hybrid’s regenerative-braking strength. At their strongest level, the regen brakes allow for near-one-pedal driving. The brakes are a bit grabby initially, but they’re fairly easy to modulate otherwise. The regenerative brakes are also useful for controlling downhill speeds. At the lowest setting, which requires full use of the brake pedal, braking feel is linear and confident without any of the mushy or vague feel that often plagues hybrids.
The gas-only EX trim I drove had a better-cushioned ride — it gets 17-inch wheels and taller-sidewall tires — but it also felt less composed than either the Sport or Touring. Bumps and road imperfections that the Sport and Touring went over with just a firm impact upset the EX. Steering also felt vaguer, perhaps because of the different wheel-and-tire combination. Its 192-hp, turbocharged 1.5-liter four-cylinder engine is more refined, according to Honda, but any refinements compared to the previous generation flew under my radar. The powertrain is still noisy under hard acceleration and feels slower but more responsive than the hybrid.
Fuel economy becomes more important when a car commits to hybridization as much as the Accord does, and the good news is that new hybrid variants are more fuel-efficient than the old versions: Sport and Touring models are EPA-rated 44 mpg combined, up from the 10th gen’s 43 mpg; the Accord Hybrid is now rated as high as 48 mpg combined, also an increase of 1 mpg. The 2023 Toyota Camry Hybrid LE is rated far higher than the Accord Hybrid at 52 mpg combined, but other Camry Hybrids (rated at 46 mpg combined) sit in the middle of the Accord’s ratings. Gas-only Accords are rated 32 mpg combined, 1 mpg less than the last generation.
Better Interior, But Be Wary of Technology Creep
Grabbing headlines is the Accord’s newly available 12.3-inch touchscreen display and the inclusion of Google Built-In technology for the Touring. Excluding Google Built-In, the new system performs well with quick responses and crisp, clear graphics. Wireless Apple CarPlay and Android Auto are included with this display, and my use of wireless CarPlay worked flawlessly once connected. A bunch of automotive journalists using Bluetooth to connect to one of a line of cars can be a nightmare, it turns out, but connectivity worked fine apart from this rare scenario. Strangely, despite multiple trims having wireless Apple CarPlay and Android Auto, only the range-topping Touring comes with wireless device charging. It’s a confusing choice.
A more understandable decision — though also more frustrating — is the inclusion of Google Built-In for the Touring’s touchscreen. Many of the functions require a data connection to properly operate, meaning you may be out of luck if you’re somewhere without reliable cellular service. We’ve also had frequent issues getting the Google system to perform simple tasks, though I didn’t encounter them during this testing. Using voice commands for basic tasks like adjusting the in-car temperature worked fine, but in the time it took to say “Hey Google, change the temperature to 69 degrees,” have the command acknowledged and then executed, I could’ve easily done it myself; it feels like a solution for a problem that doesn’t really exist. With my phone connected to CarPlay, voice commands to place calls via Google Assistant were denied because of the CarPlay connection; I had the choice of disconnecting the phone from CarPlay or using Siri to place a call via voice command.
There’s a physical volume knob in front of the dashboard touchscreen, but unlike other, older Honda touchscreens, track and tuning adjustments are touchscreen-exclusive; older systems at least have buttons for those functions. Climate controls are, blessedly, physical buttons and knobs, and they feel high-quality to the touch. One more welcome physical control is the traditional gear selector lever instead of the push-button gear selector in prior models; the latter was fairly intuitive but also annoying, and it occupied roughly the same amount of space on the center console.
All 2023 Accords have a standard 10.2-inch digital instrument panel, which I’ve experienced and enjoyed in the 2023 Pilot SUV. My personal favorite feature is that the digital representation of the Accord in the center of the display shows when the taillights and turn signals are activated — helpful if you’re worried about the regenerative brakes illuminating the brakelights.
LX and EX trims get a 7-inch touchscreen along with volume and tuning knobs, but its small size relative to the larger screen left me a bit disappointed. Apple CarPlay and Android Auto are standard with this display, too, but require a wired connection. Those wired connections — at every trim level — are exclusively USB-C ports, with one for data connections and one for charging. (Higher trims add two more USB-C charging ports for rear passengers.) The Accord EX’s interior is also lacking in terms of materials quality when compared with higher trims, but it still felt well built.
As with other newer Hondas, the Accord’s forward visibility is improved because its front roof pillars have been moved rearward as part of its exterior update. Front-seat comfort is acceptable and improved, but I found my right knee bumping into the center console often, which wore on me during a day of driving. The taller dashboard, however, gave me more vertical knee room than the previous model.
Honda says the new Accord has gained less than a half inch of rear legroom. I’ve never found the backseat in previous Accords lacking in that respect, but more is welcome. My biggest issue is that the sloping roof of the fastback-adjacent styling cuts into rear headroom. I’m 6-foot-1, and while I can sit upright in the backseat, my head will touch the ceiling. Trunk space appears adequate, but there aren’t any useful tricks beyond the common 60/40-split, folding backseat; underfloor storage is taken up by tools and the tire repair kit.
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Safety
The 2023 Accord comes standard with the Honda Sensing suite of active-safety features. As of this writing, the car had not yet been tested by either the Insurance Institute for Highway Safety or the National Highway Traffic Safety Administration. New for 2023 is Traffic Jam Assist, which can operate at speeds up to 45 mph and keep the Accord centered in its lane at a prescribed following distance from a preceding vehicle.
Should You Buy an Accord?
Selfishly, my answer is yes, if only to ensure that larger sedans remain on sale for years. Forgetting my nefarious goals, if you’re in the market for a mid-size sedan there are few better choices than the Accord. It’s very businesslike and no-nonsense in its approach, and hybrid versions are impressively efficient. For a more aggressive (and possibly more fun-to-drive) sedan in this class, you might want to consider a Toyota Camry instead. While the Accord isn’t necessarily the cheapest of the bunch, it’s very well rounded and felt worth its sticker price — whether it was the just-over-$30,000 EX, the almost-$34,000 Sport or the almost-$39,000 Touring. The sedan isn’t dead just yet, and the Accord is a solid choice in a dwindling field.
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