Naturally aspirated, port-injected V6, gasoline with cylinder deactivation
SOHC, 4 valves per cylinder, variable intake + exhaust-valve timing
Compression ration (x:1)
Horsepower (hp @ rpm)
278 @ 6,200
Torque (lb-ft @ rpm)
252 @ 4,900
Six-speed automatic with console shifter and Sport mode
Transmission and axle ratios (x:1)
With all driver-aid systems left on, the Accord V6 gets off the line in a hurry, even gets some wheelspin with traction control on. Gets even more wheelspin (but feels like the appropriate amount for good acceleration) with traction control turned off. Sport transmission mode seemed to have zero effect, at least on times. The car allows pedal overlap (power-braking, using both brake and throttle at the same time to raise the revs), but when you release the brake and go to full throttle, the car (specifically the transmission) hesitates, then gets zero wheelspin. Yet times remained nearly identical to just going straight from brake to throttle and getting wheelspin. In this pedal-overlap getting-off-the-line situation, this traditional torque converter automatic acts much like a hesitant dual-clutch system. Weird. Full-throttle upshifts come between 6,200 and 6,400; they're quick and a bit abrupt. The engine is smooth and sounds a little mean up higher on the tach. It revs hard. But other than dropping the console lever into S (Sport) mode, there's no way to manually shift this thing.
A good braking performance, especially considering this is a Honda, whose products aren't known for great resistance to pedal fade. Distances were consistent, too. Only on the fifth and sixth stops did the pedal travel lengthen at all, and even then, not by much. Nosedive wasn't excessive and side-to-side squirming was minimal. The first stop was the shortest at 116 feet. The fourth, fifth and sixth (and final) stops all took 120 feet.
Slalom: Decent steering. The car responds well to driver inputs, even though there's a goodly amount of body roll. The tires don't lose grip as quickly as I remember with the last Accord. A bummer the transmission can't be shifted to a specific gear; because of that, we went through the slalom at lower revs than we'd like. The stability control is well-tuned, intervenes little. Overall, impressive composure from this family sedan. Skid pad: As with the slalom, the stability control did a decent job of staying out of the equation, especially when switched to "off," or really it was a dynamic version of it, not fully off. It would only add a minor amount of brakes along with thankfully little throttle cutting. Dialing the throttle in and out didn't have a huge effect on the car, but you could control understeer to some extent. Of course there was plenty of body roll and big tire squeal. The other downside to not having the ability to choose an actual gear with the transmission is that as we'd add more throttle back in, sometimes it would try to downshift, which upsets the car.