2018 Honda Accord

2018 is the all-new 10th-generation Accord's launch year; the redesigned two-motor hybrid system (3rd generation of Honda's two-motor hybrid) replaced the 9th-gen Accord Hybrid's setup, with 212 hp total system output across Hybrid, Hybrid EX, Hybrid EX-L, and Hybrid Touring trims.

Honda publishes the electric motor's torque figure as the system spec since it is the sole mechanical driver at low speed and under most acceleration; the 2.0L engine's own torque is not separately quoted.

Mid-pack for the mid-size sedan class; the hybrid trades some straight-line urgency for efficiency versus the Accord's 2.0T (252 hp) sibling.

Reviewers consistently praised the gas-electric handoff as nearly imperceptible and EV-like at low speed, with the 2.0L engine well-isolated when it does kick in; the main knock is engine drone under hard acceleration or sustained hill climbs, which is typical for this class of hybrid.

The e-CVT (direct electric drive with an engine lock-up clutch for highway cruising, no physical stepped gears) delivers power smoothly and avoids the rubber-band drone of a conventional CVT hybrid, though some reviewers noted powertrain noise creeping in at low and high speed extremes.

The 2018 Accord sedan lineup — gas and hybrid alike — is front-wheel drive only in the US market; no AWD/4WD option exists on any trim.

Three distinct powertrains across the 2018 Accord range — 1.5L turbo I4 (192 hp), 2.0L turbo I4 (252 hp), and the two-motor hybrid (212 hp) — cover economy, mainstream, and efficiency-focused buyers, though there is no plug-in or full-EV variant.

EPA rated the all-new 10th-gen Accord Hybrid at an identical 47/47/47 city/highway/combined across every trim, including Touring despite its larger wheels — a flat rating Honda itself did not expect (it had targeted 49/47/48).

Same flat EPA rating across trims as the combined figure.

Same flat EPA rating across trims as the combined figure.

A smaller-than-gas-Accord fuel tank (12.8 gal vs. the conventional Accord's larger tank, to package the hybrid battery) is more than offset by the efficiency gain, yielding strong total range.

Low annual fuel cost reflecting the 47 MPG combined rating under EPA's standard assumptions.

Runs on regular unleaded across every trim; no premium fuel requirement and no plug-in charging logistics to manage.

The redesigned 10th-generation 2018 Accord, including the Hybrid, earned NHTSA's top overall rating across all three test modes.

IIHS named the 2018 Accord a Top Safety Pick (not TSP+) — it earned Good ratings across all crashworthiness tests and a Superior front crash prevention rating, but fell short of TSP+ solely because no trim's headlights reached a Good rating.

Honda Sensing (forward collision warning, collision mitigation braking, road departure mitigation, lane keeping assist, adaptive cruise control with low-speed follow, traffic sign recognition, auto high beams) is standard on every 2018 Accord trim including the base model — unusually generous for the segment at this time — but blind-spot monitoring and rear cross-traffic alert remain gated to EX trim and above.

IIHS rated the standard Collision Mitigation Braking System Superior for vehicle-to-vehicle front crash prevention, avoiding collisions in both the 12 mph and 25 mph test runs; IIHS had not yet introduced its pedestrian AEB test track protocol for midsize sedans at the time the 2018 Accord was evaluated.

Blind Spot Information System with rear cross-traffic monitor is standard from EX trim up (the volume configuration for the Hybrid lineup) but absent on the base trim, and the system is alert-only with no active steering or braking intervention.

Honda Sensing's Lane Keeping Assist System provides continuous steering input to center the car in its lane; long-term owners described it as practically driving itself on the highway, with ACC/LKA cited as a standout feature, though some found it less refined than rivals' later-generation systems.

Adaptive cruise control covers the full speed range with low-speed follow, but reviewers flagged it as jerky and overly conservative, with false positives from adjacent-lane traffic and slow reaction to decelerating traffic ahead.

No hands-free highway driving system (e.g. Super Cruise, BlueCruise) was offered on the 2018 Accord at any trim; Honda Sensing's lane centering requires hands on the wheel throughout.

No 2018 Accord trim achieved a Good IIHS headlight rating — LX, Sport and EX headlights rated Acceptable while the range-topping Touring's rated Marginal (worse than the lower trims), which is the sole reason the car missed Top Safety Pick+.

Slim windshield pillars give an airy forward view, but the steeply raked, thick rear pillars create a meaningful blind zone that reviewers say is only partly offset by the standard multi-angle rearview camera and (on upper trims) blind-spot monitoring.

IIHS rated the Accord's LATCH ease-of-use Good: anchors sit under large, easy-access upholstery flaps and all three top-tether anchors are easy to find and use, with cars.com's Car Seat Check praising the Accord's rear-seat clearance for fitting child seats.

All-new 10th-generation Accord Hybrid is a conventional 5-seat sedan across every trim (base, EX, EX-L, EX-L w/Navi, Touring).

EX-L is the volume Hybrid trim and carries the one-touch power moonroof standard from EX upward, so the moonroof figure applies to the scored configuration.

Front legroom is identical across Accord Hybrid trims and does not vary with the moonroof option.

The moonroof's impact on rear headroom is minimal (0.1 in) compared to its effect up front, so the EX-L figure is used for the scored trim.

Rear legroom is a genuine strength of the redesigned 10th-generation platform, despite the shorter overall wheelbase versus the outgoing 9th-gen car.

A headline change for 2018: relocating the battery pack under the rear seat (versus the trunk-mounted pack on the prior-generation Accord Hybrid) lets the Hybrid match the gas model's full 16.7 cu ft trunk, eliminating the old hybrid cargo penalty.

Competitive but unremarkable console bin, door pockets and center cubby; no standout storage innovation, and the redesigned console is roomy but not segment-leading.

Reviewers consistently praised the redesigned Accord's front seats for long-haul support, and the EX-L's leather-trimmed, heated front seats with driver memory add to the comfort case; rear seat is comfortable for two, snugger for three.

Motor1 and Edmunds both describe the Hybrid's ride as smooth and rarely upset by road imperfections, aided by the added mass of the hybrid hardware which settles the chassis versus the gas model.

The 2.0L Atkinson-cycle engine is well isolated and barely perceptible when cycling on/off, a genuine strength of Honda's two-motor hybrid system; some wind/road noise still intrudes at highway speed per reviewers, keeping it short of class-leading.

EX-L carries over EX's standard heated front seats and dual-zone automatic climate control, but ventilated front seats, heated rear seats and rear climate vents are reserved for the range-topping Touring trim, so the volume trim's comfort-feature set is mid-pack.

The all-new 10th-generation Accord Hybrid launched for 2018 at $25,100 plus $890 destination, undercutting the outgoing 9th-gen Hybrid's starting price and the Camry Hybrid LE while bundling Honda Sensing as standard — an aggressive entry price for a mid-size hybrid sedan.

EX-L is the natural volume pick among the five Hybrid trims — it adds leather and the 10-speaker audio most buyers want without the Touring's $35,600 ask — though Honda does not publish trim-mix data so this is an estimate rather than a confirmed sales-weighted figure.

Edmunds' True Cost to Own for the Touring Hybrid splits out $4,797 maintenance and $2,403 repairs over 5 years ($7,200 combined); RepairPal's whole-Accord-line figure of ~$345–400/yr average repair cost (excluding scheduled maintenance) is consistent but covers gas models too, so the hybrid-specific TCO figure is used as the more complete source.

Accord Hybrid resale tracks slightly behind the gas Accord's class-leading retention (iSeeCars ranks the gas Accord #1 among midsize cars at ~69.7%) but is still solid for a hybrid, landing a touch above the ~38.5% average 5-year depreciation for the hybrid midsize category.

Honda's 36-month/36,000-mile basic coverage is the long-standing industry floor, unchanged for the 2018 redesign and level with Toyota, but two years short of Hyundai/Kia's 5-year basic terms.

Honda's standard 5-year/60,000-mile powertrain term is the segment floor, well short of Hyundai/Kia's 10-year coverage, though the mandatory 8-year/100,000-mile hybrid-battery emissions warranty (longer in CARB states) materially offsets the short headline term for the component buyers worry about most.

Honda includes no free scheduled-maintenance program comparable to ToyotaCare — oil changes and services are owner-paid from day one — but does bundle 24/7 roadside assistance (towing, lockout, jump-start, fuel delivery) for the full 3-year/36,000-mile basic warranty term, which keeps this out of the bottom band.

$32,330 volume-trim price minus its estimated resale value after 5 years (60% retained, or about $19,398) leaves about $12,932 in depreciation. Add the projected $7,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $20,132 in total.

The 2018 Accord was an all-new 10th-generation redesign, and predicted-reliability signals for the model year were average rather than class-leading, with the Hybrid specifically rated average.

Honda's usual top-tier reliability standing dipped specifically around the 2018 model year, driven by trouble with other new/redesigned Honda models, before recovering the following year.

The 2018 Accord carries a real but not systemic recall record: a back-up camera display software recall from launch, and a later fuel-pump recall affecting stall risk, plus an AC condenser-related recall reported by owners — more than a clean record but short of a major or repeated powertrain/safety failure pattern.

The 2.0L Atkinson-cycle engine plus two-motor hybrid/e-CVT system carried over the architecture proven in the prior-generation Accord Hybrid and Clarity, and owner complaint data shows it holding up better than the Accord's own turbocharged 1.5T/CVT pairing from the same generation.

Reviewers consistently praised the redesigned cabin's soft-touch surfaces and tactile quality as class-competitive for the price, with only mid-level trim panels and rear-door materials cited as inconsistent.

Assembly and switchgear feel were reviewed as solid for a first-year redesign, but scattered owner reports of interior rattles (infotainment surround, seatbelt area) keep it short of class-leading initial quality.

Honda runs one of the largest, most established dealer networks in the US with broad geographic coverage, supporting a high-volume nameplate like the Accord.

As one of the best-selling nameplates in America, the Accord benefits from cheap, abundant mainstream parts and a huge aftermarket; hybrid-specific components (battery pack, inverter, motor-generators) cost more than the gas model's parts bin but remain supported by Honda's mainstream dealer network rather than a low-volume specialty supply chain.

The volume EX-L Hybrid trim gets Honda's 8-inch high-resolution (720p) Display Audio touchscreen with a physical volume knob restored after the 9th-gen's capacitive-slider backlash; lower Hybrid trims use a smaller 7-inch unit.

Reviewers welcomed the return of a physical volume knob and tuning dial plus large, customizable home-screen tiles, calling it a clear improvement over the outgoing system — but by current standards the touch response and graphics are dated and occasionally laggy.

2018 predates Honda's wireless phone-projection rollout; Apple CarPlay and Android Auto are standard on the 8-in screen trims but require a USB cable, with no wireless option offered at any trim.

EX-L (non-Navi) relies on basic Honda voice recognition for phone/audio commands and has no built-in navigation — factory nav is reserved for the EX-L w/Navi and Touring trims, so most EX-L owners use phone-projection maps instead.

EX-L steps up to a 450-watt, 10-speaker premium audio system with subwoofer standard — a genuinely strong mid-trim audio package rather than a Touring-only perk, which is unusual generosity for the segment.

The 2018 Accord retains analog speedometer/tachometer gauges flanking a small color multi-information display (MID); a fully configurable digital cluster was not introduced on this generation until the later Touring refresh, so no 2018 trim offers one.

No whole-vehicle or infotainment-wide over-the-air update capability existed on the 2018 Accord; map and software updates, where available, required a USB download or dealer visit.

HondaLink's remote-functions tier (remote start/lock/locate via smartphone) is exclusive to the Touring trim and is itself subscription-gated (free for 3 months, then ~$110/year) — the volume EX-L trim gets only the free, non-remote HondaLink companion features.

EX-L offers a couple of legacy USB-A ports and a 12V outlet but no USB-C and no wireless charging pad — wireless device charging is a Touring-exclusive feature for 2018.

EX-L includes proximity smart entry and push-button start standard, but app-based remote start/lock (HondaLink Remote) is reserved for Touring, so the volume trim's keyless convenience is solid but not full-featured.

A notable 2018 change: Honda's Multi-Angle Rearview Camera became standard across the entire Accord lineup (previously limited to higher trims), but front/rear parking sensors are Touring-only and no 360-degree surround-view camera is offered on any trim.

A color head-up display is offered on the Accord Hybrid, but strictly as a Touring-trim exclusive — the EX-L volume trim does not get one.

Wide rear door openings and a class-competitive 40.4 in of rear legroom make installing child seats and loading kids straightforward for two across the back; a third car seat in the center position is tight, typical of the mid-size sedan segment.

A headline change for 2018: the full Honda Sensing suite (collision mitigation braking, road departure mitigation, adaptive cruise with low-speed follow, lane keeping assist) became standard across every Accord trim including the base Hybrid, paired with a 5-star NHTSA rating and an IIHS Top Safety Pick with a 'superior' front crash prevention rating — strong safety credentials at every price point.

Good rear legroom and a full 16.7 cu ft trunk (no hybrid cargo penalty) support family trips, but rear-seat amenities on the EX-L are modest — no rear climate vents or rear entertainment, and heated rear seats are Touring-only.

The two-motor i-MMD hybrid system delivers smooth, torquey low-speed response with a snappy jump off the line in traffic, and the CVT-like e-CVT removes shift hunting entirely — reviewers single this out as a relaxed, effortless daily driver.

47 MPG combined (city and highway alike) on regular unleaded is class-leading for a non-plug-in midsize hybrid in 2018, translating to very low per-mile fuel costs for daily commuting.

At 192.2 in long with a 38.1 ft curb-to-curb turning diameter, the Accord is a touch larger and less tight-turning than class norms; the standard-across-the-lineup rearview camera helps, but front/rear parking sensors are Touring-only and no 360-degree camera is offered.

As a front-wheel-drive mid-size sedan, the Accord Hybrid has no towing rating, no cargo bed, and no payload specification — it is not built for work duty of any kind.

Honda's powertrains carry a strong general reliability reputation, but the Accord Hybrid's leather-and-electronics-heavy EX-L cabin and unibody sedan construction are not oriented toward fleet or hard-use work contexts the way a truck or commercial van would be.

A conventional sedan trunk offers no tie-downs, no onboard power outlet for tools, and no upfit/rack ecosystem — there is essentially no jobsite practicality to speak of.

A well-isolated powertrain, composed highway ride, and 47 MPG combined (yielding roughly 575+ miles of highway range on the 14.8-gal tank) make this a strong mile-eater, further aided by standard adaptive cruise control that reduces driver fatigue on long stints.

The Hybrid is front-wheel-drive only with no AWD option, modest ground clearance, and no roof-rail or accessory ecosystem for gear-carrying — it is firmly pavement-bound.

60/40 split-folding rear seatbacks and a genuinely usable 16.7 cu ft trunk (no longer compromised by the battery, unlike the prior-generation Hybrid) handle normal luggage well, but the fixed trunk opening and lack of roof rails limit bulky-gear hauling versus a wagon or SUV.

The Hybrid's added battery/motor mass and low-rolling-resistance eco tires measurably blunt the agility that makes the gas Accord a segment benchmark — reviewers note the Hybrid 'doesn't handle as well as some rivals,' though body control remains secure and composed for most drivers.

The redesigned Accord's electric power steering is praised for accuracy and genuine feedback relative to segment rivals, a trait that carries over to the Hybrid despite its added weight.

Two-motor hybrid regenerative braking systems of this era were commonly criticized for blended pedal feel transitioning between regen and friction braking; Honda's i-MMD system was regarded as one of the smoother implementations of its time but still short of a conventional brake pedal's consistency.

The two-motor i-MMD hybrid system is a genuine strength: throttle response is described as snappy from a stop and strong when passing, with imperceptible transitions between electric and engine-assisted drive — exactly the calibration polish this item rewards.

The 2.0L Atkinson-cycle engine is well isolated from the cabin and its on/off cycling is hard to detect by ear or feel, a core selling point reviewers consistently highlight for this generation's hybrid system.

At 38.1 ft curb-to-curb, the 2018 Accord's turning diameter is wider than many mid-size sedan rivals, a side effect of the 10th generation's longer wheelbase relative to its shorter overall length.

The redesigned cabin lowered the cowl and dashboard for better forward visibility, and the EX-L's power-adjustable driver's seat with 2-position memory plus a leather-wrapped wheel give a wide, comfortable range of adjustment — consistently praised as an ergonomic high point of this generation.

The Hybrid trades the gas Accord's sportier reputation for a quiet, efficient, torque-rich character that's pleasant to drive but not engineered for enthusiast appeal the way the Sport 2.0T or manual-equipped trims are.

Honda Sensing (adaptive cruise, forward collision warning with AEB, lane-keeping assist, road departure mitigation, auto high-beams) is standard across the entire 2018 Accord lineup including the base Hybrid trim — a genuinely generous move when several mainstream rivals still charged extra for ADAS in 2018 — plus LED headlights/taillights, dual-zone climate and keyless entry/ignition standard. It falls short of the top band because the base infotainment screen is only 7 inches against a segment moving toward 8-inch-plus displays, and the Hybrid's 10.1-inch head-up display and ventilated seats are reserved for Touring.

212 combined hp and standard Honda Sensing at $25,990 undercuts the 2018 Camry Hybrid LE (~$28,695) by nearly $2,700 while matching it on power, but the Camry Hybrid still posts a real fuel-economy edge (LE rated up to 51 mpg combined vs. the Accord's flat 47/47/47 across all trims), so the Accord's price advantage is partly offset on the efficiency side that hybrid buyers care most about.

Five well-spaced Hybrid trims — base, EX, EX-L, EX-L w/Navi, Touring — span $25,990 to $35,600 in roughly $2,500–3,000 steps, giving buyers a genuine walk-up path from value-focused to loaded. It isn't a top-band lineup because every trim shares the same FWD-only, single hybrid powertrain with no drivetrain or body-style choice to further differentiate configurations.

The redesigned 2018 Accord sold 291,071 units for the year, holding the firm #2 spot in the mid-size sedan segment behind only the Camry — a strong showing for a nameplate facing an all-new redesigned rival in the same model year, even though the Camry continued to outsell it.

Honda carries a strong, trusted mainstream image built on a long reliability track record, and the Accord nameplate specifically has decades of enthusiast and critical goodwill reinforced by the 2018 redesign's acclaim. It sits just below the very top band because Honda's image, while excellent, doesn't carry the same resale-boosting halo Toyota built with ToyotaCare and its resale-value awards in this same era.

As an all-new, just-launched 10th-generation redesign, the 2018 Accord (including the Hybrid, which arrived in early 2018) carried essentially no factory incentives at launch — strong initial demand meant the car sold close to MSRP, with discounting limited mainly to leftover 2017 models rather than the new 2018s.

2018 is the launch year of the all-new 10th-generation Accord — a full ground-up redesign with a new platform, a coupe-like roofline, all-new turbocharged engine lineup, and the Hybrid returning with a fresh two-motor system — about as fresh as a model year gets.

The 2018 Accord won North American Car of the Year — one of the industry's most significant awards — and added a Car and Driver 10Best selection on top of it, representing some of the strongest critical reception a mid-size sedan redesign received in this era. It falls just short of a perfect score only because it didn't sweep every major award (e.g., no MotorTrend Car of the Year win that year).