But mostly, Honda stayed pat on this one, including the price, which initially rose by $400 over the 2020 Sport 2.0T. Inside, you'll be more likely to appreciate the wireless charging pad and 8.0-inch touchscreen (with volume and tuning knobs) that supports Apple CarPlay and Android Auto. There's now a better-integrated radar unit in the lower grille for the adaptive cruise control plus a new color, Sonic Grey Pearl, that our test car was wearing, which is a slightly bluish take on the market's suddenly ubiquitous flat gray. LOWS: No more manual transmission, latest updates are almost undetectable, less-great grip turning right.ĭespite the 2021 Accord's refresh, which is mild to the point of unnoticeable, its front end also still channels the cop-car mien of a seven-eighths scale Dodge Charger, enough so that cars tend to slide out of its way as you approach them on the highway. Sadly, model year 2020 was the last you could get a manual transmission in any Accord, and in retrospect it's amazing there ever was one. Pressing the Sport's Sport button-sorry, but that's what it's called-tightens the leash, dropping the transmission down a couple gears and sharpening the engine's throttle response. Honda's 10-speed also is a fine piece, cracking off quick upshifts in its lower gears and letting the 2.0-liter snooze below 2000 rpm at cruising speeds. Honda says it makes its rated power on regular gas, too. If it feels like this engine is the foundation for the rip-roaring version in the Civic Type R, that's because it is. Power builds progressively, with its 273-pound-feet torque peak arriving at 1500 rpm and staying flat to 4000 revs. The Accord occasionally issues a tortured moan from one of its front tires, but then it just hooks up and goes. Unlike, say, the Kia K5 GT, you're not fighting wheelspin for the first 200 feet off the line in the Honda. And those are easy enough times to attain.
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