2025 Honda Accord

The scored powertrain is the two-motor e:HEV hybrid, whose volume trim is the Sport Hybrid: a 2.0L Atkinson-cycle I4 (146 hp) paired with a 181 hp traction motor for 204 hp combined. The gas LX/SE trims use the carry-over 1.5L turbo at 192 hp.

System torque on the hybrid comes from the traction motor at 247 lb-ft and is available from a standstill, which is what gives the Accord Hybrid its off-the-line urgency despite modest peak horsepower. The 2.0L engine itself contributes 134 lb-ft; the 1.5T trims make 192 lb-ft.

Instrumented results for the 11th-gen Accord Hybrid cluster tightly: Car and Driver recorded 6.6 s for the Touring Hybrid, and published test aggregates put the lighter Sport Hybrid at 6.4 s and Touring at 6.7 s. 6.5 s represents the volume Sport Hybrid; the 1.5T gas trims are roughly a second slower.

Honda's series-parallel e:HEV is among the smoothest mainstream hybrid systems: motor-driven at most speeds with a direct-drive lock-up clutch at cruise, so there is no turbo lag and the engine start/stop handoffs are hard to detect. Reviewers single it out for avoiding the coarse, buzzy note common to rival hybrid fours under load.

The hybrid's e-CVT is not a belt CVT — it drives through the motor with a direct-drive clutch at highway speed, and Honda's Linear Shift Control simulates stepped upshifts so revs track road speed instead of flaring. Reviewers report minimal drone even under hard throttle or engine braking; the 1.5T's conventional CVT on LX/SE is smooth but less decisive.

The 2025 Accord is front-wheel drive on every trim, gas and hybrid alike — no AWD is offered at any price. That is a real competitive gap in the mid-size class, where the Camry (standard hybrid with optional AWD), Sonata, K5 and Altima all offer all-wheel drive.

Two genuinely distinct powertrains span the range — the 1.5L turbo on LX/SE and the 2.0L two-motor hybrid on the four upper trims — and the electrified option is the volume seller rather than a niche variant. Breadth stops there: no PHEV, no EV, no performance engine, and the 2.0T and manual gearbox of the previous generation are both gone.

EPA combined MPG for the Sport Hybrid, the entry hybrid trim in a 2025 lineup where hybrids are over half of Accord sales. The 19-inch wheels shared by Sport/Sport-L/Touring cost 4 MPG against the EX-L's 48.

EPA city MPG for the Sport Hybrid volume trim. The two-motor e:HEV system drives the wheels electrically at low speed, so city is its strongest cycle — 17 MPG clear of the gas 1.5T.

EPA highway MPG for the Sport Hybrid volume trim. Good in absolute terms, but the hybrid's weakest cycle relative to its rivals — the engine-driven lock-up gear does the work at cruise, and the gas LX comes within 4 MPG.

EPA total range for the Sport Hybrid. The hybrid's 12.8-gallon tank — two gallons smaller than the gas car's 14.8 — claws back much of the MPG advantage, leaving range merely average among hybrid sedans.

EPA estimated annual fuel cost at 15,000 mi/yr, 55% city / 45% highway, on regular gasoline. Sits between the 46-MPG Camry Hybrid ($1,350) and the 41-MPG Crown ($1,500) already in this dataset, consistent with its 44 MPG combined.

Regular 87-octane unleaded across the whole 2025 lineup, gas and hybrid alike, with E15 tolerance and no charging hardware to buy or find. Honda's press-kit spec table carries a '91 Octane Recommended' row across every column, but the 2025 Accord Hybrid owner's manual and EPA both specify regular — the press sheet is the outlier, so this is scored as a regular-fuel car.

NHTSA gives the 2025 Accord Hybrid its maximum 5-Star Overall Vehicle Score, with five stars in every sub-rating — frontal (driver and passenger), side barrier and pole, and rollover.

The 2025 Accord is a 2025 IIHS TOP SAFETY PICK+ — Good in all four crashworthiness evaluations including the tougher updated moderate-overlap front and updated side tests, plus Good seat belt reminders. When IIHS ran the rear-passenger-focused updated moderate overlap test on this generation, the Accord was the only midsize car of seven tested to earn Good.

Honda Sensing is standard on every 2025 Accord (CMBS AEB, ACC with Low-Speed Follow, LDW, LKAS, Road Departure Mitigation, Traffic Jam Assist, Traffic Sign Recognition, Forward Collision Warning), and Blind Spot Information with Cross Traffic Monitor is standard from the SE up — which means all four hybrid trims, including the volume Sport Hybrid, get the full AEB/ACC/LKA/BSM/RCTA set as standard. Only the gas LX, which is not the configuration being scored, goes without blind-spot coverage.

IIHS rates the Accord's pedestrian front crash prevention Acceptable rather than Good: it avoided the collision outright in the 12 mph daytime crossing test and performed well at night on high beams, but low-beam nighttime results are where it loses ground. IIHS publishes no current vehicle-to-vehicle front-crash-prevention rating for this Accord; Honda Sensing earned Superior under the retired protocol.

Blind Spot Information with Cross Traffic Monitor is standard equipment on every hybrid trim, which is better than the segment norm of paying up for it — but the system is alert-only. There is no active blind-spot steering, no rear automatic braking (only the Touring adds Low Speed Braking Control for parking-lot speeds) and no safe-exit warning, so it stays out of the top band.

LKAS, Lane Departure Warning, Road Departure Mitigation and Traffic Jam Assist are all standard, giving usable hands-on centering at highway and crawling speeds. Reviewers rate it competent rather than polished — a late lane-departure alert that lets the car reach the line before warning, and at least one instrumented test where lane centering was engaged but failed to apply steering.

Adaptive Cruise Control with Low-Speed Follow is standard on all trims and works the full speed range — it brings the car to a complete stop behind traffic and resumes — and pairs with Traffic Jam Assist for low-speed lane centering. It is one of the better-integrated hands-on highway packages in the mainstream mid-size class, short only of mapped premium systems.

No hands-free highway driving is offered on the 2025 Accord at any trim — there is no Honda equivalent to BlueCruise, Super Cruise or FSD-supervised. Traffic Jam Assist and LKAS are hands-on aids requiring continuous steering-wheel torque.

IIHS rates the Accord's LED headlights Good, and the rating is explicitly marked as applying to all trims — there is no weaker volume-trim headlight variant to fall into, which is part of why the car clears the TSP+ headlight requirement.

The eleventh-generation Accord's low beltline, slim A-pillars and generous glass give better-than-average sedan sightlines, and the standard multi-angle rearview camera adds normal, wide and top-down views with dynamic guidelines. No surround-view camera is offered on any trim, which is where rivals such as the Sonata Limited pull ahead.

IIHS gives the Accord a Good LATCH ease-of-use rating with credit for extra LATCH positions — two complete outboard positions plus a center tether and borrowable lower anchors. Rear doors open wide and the back seat is roomy enough for two seats comfortably; three-across remains tight, as in any mid-size sedan.

The eleventh-generation Accord is a conventional five-seat mid-size sedan; the hybrid's battery sits under the rear seat and costs no seating position, so Sport/Sport-L/EX-L/Touring Hybrid all carry five.

Every hybrid trim from Sport up carries a standard one-touch power moonroof, so 37.5 in is the figure that describes the scored configuration — the 39.5 in number belongs only to the moonroof-less 1.5T LX. Mid-pack against the 36–40 in sedan band and the Accord's weakest passenger dimension.

42.3 in of front legroom is a fraction ahead of the Camry's 42.1 in and comfortably mid-band for the segment, with 57.9 in of front shoulder room alongside it.

37.2 in is adequate but the low, fastback-influenced roofline is the one place the Accord's rear seat gives ground — reviewers note taller passengers find rear headroom tight even though legroom is abundant.

40.8 in is best-in-class for a mainstream mid-size sedan — 2.8 in more than the redesigned Camry and near the top of the 32–42 in sedan band; it is the single strongest number on the Accord's spec sheet.

Because the eleventh-generation packs the lithium-ion pack beneath the rear seat rather than in the boot, the hybrid keeps the full 16.7 cu ft trunk — a class-leading figure that beats the hybrid-only Camry's 15.1 cu ft with no electrification penalty.

A deep, well-shaped center console with a covered bin and open shelf beneath the stack, front and rear door pockets, a sunglasses holder and 60/40 folding rear seatbacks make for competitive everyday storage, and 15W Qi wireless charging is standard from Sport Hybrid up — but there is no packaging trick here on the order of a frunk or a giga console.

Reviewers consistently describe the front buckets as supportive and comfortable over long stints with enough adjustment range for most builds, and the vast rear legroom makes the back bench genuinely usable for adults; the recurring criticisms are thin driver's-seat padding and the absence of a power passenger seat or ventilation below Touring.

The Accord's damping is a segment high point — compliant over broken neighborhood pavement without wallow, and body control stays tied down through corners, a combination the outgoing car and most rivals only manage one half of.

Thick sound insulation and acoustic side glass keep wind and road noise well suppressed at highway speed, and the two-motor hybrid runs on electricity often enough that the engine is rarely audible; it only intrudes when the powertrain is worked hard and the engine speed decouples from road speed.

Dual-zone automatic climate control with rear vents and heated front seats are standard on every hybrid trim including the volume Sport, which is generous for the price — but ventilated front seats, a heated steering wheel and a memory power passenger seat are all locked behind the top Touring trim, and there is no separate rear climate zone.

The 2025 Accord opens at $29,445 with destination for the gas LX — a $45 increase over 2024 and one of the cheapest entry points in the mid-size sedan class, undercutting the hybrid-only Camry LE by $50. The hybrid ladder starts three trims up, so the headline price and the powertrain scored here are not the same car.

Hybrids took more than half of Accord sales through 2024, and the Sport Hybrid is both the entry point to that powertrain and its volume seller at $34,805 with destination. That is roughly $5,400 above the gas LX but buys 44 MPG combined and the more powerful two-motor drivetrain, and it still sits well under the mid-size sedan band midpoint.

The Accord Hybrid is cheap to keep running by mid-size sedan standards — the two-motor system has no conventional transmission or starter/alternator to fail, and regenerative braking stretches pad life — but Honda's dealer labor rates and the 2025 cut to complimentary maintenance push the first-five-years figure a little above the Camry's. Sources agree closely here, which is unusual for this item.

Resale is one of the Accord's structural advantages — it retains well above the ~45% a typical new vehicle keeps at five years, and hybrid demand in the used mid-size market has firmed residuals further. Estimates split by methodology, with KBB's trim-level residuals at the conservative end and transaction-based trackers well above, so this figure deliberately sits near the low end of the spread.

Honda's 36-month/36,000-mile New Vehicle Limited Warranty is the industry floor and unchanged for 2025 — level with Toyota and the domestics, two full years short of Hyundai, Kia and Genesis.

Five years/60,000 miles matches Toyota and most domestics but sits at the bottom of the framework band and half of Hyundai/Kia's 10-year/100,000-mile terms. The separate 8-year/100,000-mile hybrid battery coverage is the federal minimum rather than a Honda differentiator, though it does mean the most expensive hybrid component outlasts the powertrain warranty by three years.

Honda halved the giveaway for 2025: Honda Service Pass drops from 2 years/24,000 miles on 2023–2024 models to 1 year/12,000 miles on all 2025 and newer vehicles, covering oil and filter changes, tire rotations and multi-point inspections. That is one scheduled service for most drivers, against ToyotaCare's 2 years/25,000 miles on the rival Camry. Three-year/36,000-mile 24-hour roadside assistance and complimentary HondaLink basic connected services round it out — a genuine but thin package, and a real year-over-year downgrade rather than a carry-over.

$34,805 volume-trim price minus its estimated resale value after 5 years (60% retained, or about $20,883) leaves about $13,922 in depreciation. Add the projected $4,750 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $18,672 in total.

2025 is the third year of the eleventh-generation Accord and a carry-over year mechanically — the EX trim became the blacked-out SE, and nothing in the e:HEV powertrain changed — so predictions rest on two years of real 2023-24 owner data rather than a first-year guess. J.D. Power puts predicted reliability at 80/100, the top of its "Average" band, and Consumer Reports predicts the 2025 Accord Hybrid to be more reliable than the average new car off 2023-2024 data. Both flag the same soft spot: in-car electronics, not the drivetrain.

Honda is a strong second tier rather than the Toyota/Lexus lock. Consumer Reports ranks Honda 4th overall on its 2026 Automotive Brand Report Card and inside the top ten on brand reliability. J.D. Power's dependability data is cooler: Honda sits above the 204 PP100 industry average in the 2026 VDS but outside the top ten brands, and Acura — Honda's own premium arm — lands in the bottom ten at 233 PP100. The Civic taking the 2026 VDS compact car award shows the mass-market side of the house still delivers.

Two NHTSA campaigns touch the 2025 Accord Hybrid, and one of them is serious in consequence: a software error that can reset the integrated control module CPU while driving and cut drive power, covering roughly 256,000 2023-2025 Accord Hybrids. The remedy is a dealer reflash rather than hardware, no fire risk is involved, and the second recall — a tire repair kit whose sealant bottle cap can launch itself — is trivial. Notably the gas 2025 Accord has zero recalls, and the wider generation's campaigns (Denso fuel pump, seat fasteners, front seat belts) were shared industry-wide or confined to 2023-24 builds. TSB and owner-report activity clusters almost entirely on infotainment software.

The 2.0-litre Atkinson-cycle four paired with Honda's two-motor e:HEV is one of the mechanically simplest drivetrains sold — no conventional automatic, no CVT belt, no clutch packs, with a single lock-up clutch for highway cruising and the engine spending most of its life as a generator under light load. The architecture has been in Accords since the 2014 model year and the engine sees far gentler duty than a comparable turbo four. Points come off for hybrid battery capacity fade as the documented high-mileage wear item, and because the ICM control software proved fallible enough to require a fleet-wide reflash.

Reviewers consistently rate the material quality itself high — soft-touch surfaces where hands land, the honeycomb vent band, and switchgear that moves with unusual precision for the money. What holds it back is the Sport Hybrid's presentation rather than its substance: the volume hybrid trim leans heavily on gloss and matte black plastic, which several reviewers said reads entry-level despite nothing actually feeling cheap. Sport-L and Touring, with leather-trimmed seats, close most of that gap.

Assembly is the Accord's quiet strength. Reviewers of 2025 cars report no squeaks, no rattles and no panel-gap complaints, and the nameplate is built on a mature high-volume North American line that has been assembling Accords since 1982. The reason this is not in the high 80s is electronic rather than structural: enough owners report the infotainment display freezing or going fully black — with updates available only at a dealer — that screen behaviour has become the generation's recurring initial-quality complaint.

Roughly 1,060-1,080 franchised Honda dealerships cover the US, which is dense enough that parts and hybrid-qualified technicians are within reach in nearly any market, and satisfaction with that network is genuinely near the top of the industry — Honda placed third among all mass-market brands in J.D. Power's 2026 Customer Service Index. The network is somewhat thinner than Toyota's, which is the main thing separating this from a 90.

The Accord has been a US volume leader for four decades, so parts are cheap, universally stocked and backed by one of the largest aftermarkets of any car sold here, and independent shops treat Honda service as routine work. RepairPal ranks it first of 24 mid-size cars with average annual repair cost well under the segment norm and a below-average chance of a severe repair. The reservation is hybrid-specific: the intelligent power unit and control modules are dealer-supplied items, so an out-of-warranty electrified failure is expensive in a way the running costs do not reflect.

The Sport Hybrid is the volume trim of the scored hybrid powertrain and carries the 12.3-inch wide touchscreen, which is standard on every Accord Hybrid; only the gasoline LX and SE use the 7-inch unit. 2025 is a carry-over year for the screen hardware — the larger displays on LX/SE did not arrive until the 2026 update.

The hybrid's ultrawide 12.3-inch system is one of the better mainstream interfaces: sharp, quick, swipeable between apps with a split two-app view, and — unusually for 2025 — backed by real tuning and volume knobs plus separate physical climate controls, so the common adjustments never require a menu. It is held short of the very top of the band by the 7-inch gas-trim system being markedly more basic, and by owner reports of the display freezing or blanking that require a dealer visit to resolve.

Wireless Apple CarPlay and wireless Android Auto are standard on every hybrid trim from the volume Sport Hybrid upward, so within the scored powertrain class there is no trim gate at all. It sits at the bottom of the top band rather than higher because the nameplate as a whole still gates it: the gasoline LX and SE are wired-only.

The volume Sport Hybrid gets Alexa Built-in, which handles natural-language requests for media, weather and smart-home control competently but is not a navigation system — there is no native nav on any Accord below the top trim. Google built-in, with Google Maps, Google Assistant and Google Play, is exclusive to the Touring Hybrid, so the great majority of hybrid buyers will navigate by phone projection.

The volume Sport Hybrid runs a 180-watt eight-speaker system with HD Radio — adequate and clear but unremarkable — and the meaningful upgrade, a 12-speaker Bose system with subwoofer, is locked to the Touring Hybrid at the top of the range. The gas LX's 160-watt four-speaker setup is genuinely weak and pulls the nameplate average down.

A customizable 10.2-inch fully digital instrument cluster is standard on every 2025 Accord trim including the base gas LX — no trim gating whatsoever — and reviewers find it crisp and easy to read. Only the absence of a Touring-grade extra (native Google Maps rendered in the cluster) on lower trims keeps it out of the mid-90s.

The Accord does update wirelessly — Honda advertises Wi-Fi hotspot capability and wireless software updates from the base trim, and the owner's manual documents update notifications appearing on the meter or audio screen with a Remote System Update path through HondaLink. But this is infotainment and system software maintenance, not a whole-vehicle platform that adds features over time, and owners report that some infotainment updates still have to be done at a dealer. That places it squarely in the middle band.

HondaLink covers the core set — remote lock/unlock, vehicle finder, vehicle status, remote start — and remote engine start from the key fob is standard on every trim, so the basic capability is never optional. What holds it to the middle band is that the app-side remote package is subscription-gated once the trial lapses, and there is no phone-as-key or digital key of any kind on the Accord.

Better provisioned than the segment average and than earlier Accords: a 3.0-amp USB-C smartphone/audio interface plus a 3.0-amp USB-C console charging port and two 3.0-amp USB-C ports for the second row are standard all the way down to the base LX, and the volume Sport Hybrid adds a wireless phone charger as standard rather than as a top-trim item. The only gap is the absence of any household-style AC outlet or onboard power.

Smart Entry with Walk Away Auto Lock, push-button start and key-fob remote engine start are all standard on every 2025 Accord including the base LX, so the volume Sport Hybrid wants for nothing in ordinary keyless convenience. It falls short of the top of the band only because Honda offers no phone-as-key or digital key, and as a sedan there is no hands-free liftgate feature to earn.

This is the Accord's clearest technology weakness. Every trim gets a multi-angle rearview camera with dynamic guidelines, but front and rear parking sensors do not appear until the EX-L Hybrid — one step above the volume Sport Hybrid — and no 2025 Accord at any price offers a surround-view camera or any automated parking function. Rivals in the same segment offer 360-degree views well below their top trims, so the volume hybrid is effectively rear-camera-only.

A head-up display is offered and is a genuinely useful one, but it is confined to the single top Touring Hybrid trim — three steps above the volume Sport Hybrid — and cannot be optioned onto anything below it. Available-but-top-trim-only places it near the bottom of the middle band.

The best family packaging in the mainstream mid-size sedan class without leaving sedan constraints behind: IIHS rates LATCH ease of use Good with credit for extra positions (complete lower anchors at both outboard seats plus tether anchors at all three), 40.8 in of rear legroom means a rear-facing seat does not force the front passenger forward the way it does in a Camry, and the 16.7 cu ft trunk is the largest hold in the class for strollers. Held out of the top band by ordinary sedan limits — three car seats will not fit across, everything loads through a trunk lid rather than a hatch, and the fixed rear head restraints push convertible and booster seats off the seatback so the tether has to be routed over them.

Top safety credentials on the trims families actually buy: NHTSA 5 stars overall, a 2025 IIHS TOP SAFETY PICK+, Good headlights on every trim (not the Acceptable rating the Camry carries), and Honda Sensing standard across the range with Blind Spot Information and Cross Traffic Monitor standard on the SE and every hybrid trim including the $34,750 volume Sport Hybrid. The rear-seat evidence is the standout — the Accord was the only midsize car of seven IIHS tested to earn Good in the updated rear-passenger-focused moderate overlap test. Short of the top only because pedestrian front crash prevention rates Acceptable rather than Good, there is no safe-exit alert, and rear automatic braking is Touring-only.

2025 is the model year Honda fixed the Accord's biggest family-touring gap — rear air-conditioning vents and two second-row USB-C charging ports became standard on every trim, alongside dual-zone climate and now-standard heated front seats on all hybrids. Combine that with a class-best 40.8 in of rear legroom and a 16.7 cu ft trunk that the under-seat battery leaves untouched, and four adults plus a week of luggage genuinely fit. It stops short of the top band because the fastback roofline leaves rear headroom at 37.2 in, and there is no separate rear climate zone, no rear sunshades and no rear-seat entertainment at any price; heated rear seats arrive only on the $40,395 Touring.

The two-motor e:HEV is the commuting-friendliest hybrid in the class — it drives the wheels electrically at city speeds with 247 lb-ft available from rest, and reviewers single it out for avoiding the drone and coarseness rival hybrid fours produce under load. Adaptive Cruise with Low-Speed Follow that brings the car to a full stop and resumes, plus Traffic Jam Assist, are standard on every trim, and Honda kept physical climate controls and a volume knob rather than burying them in the 12.3-inch screen. Docked for lane centering reviewers found unreliable and a late lane-departure alert, and for the 235/40 R19 tires unique to the Sport Hybrid, which let more sharp-edged impacts through than the EX-L's 17s.

Cheap to run on both halves of the equation: 44 MPG combined and 46 MPG city on the volume Sport Hybrid, on 87-octane regular, for an EPA-estimated $1,400/yr at 15,000 miles — and the lowest repair burden in the segment, with RepairPal ranking the Accord 1st of 24 midsize cars at $400/yr average. Regenerative braking stretches pad life and there is no belt CVT or torque converter to service. It is not the class ceiling because the Sport Hybrid's 19-inch wheels cost 4 MPG against the EX-L Hybrid's 48 and put it behind the hybrid-only Camry's 47–51, and those 235/40 R19 tires are meaningfully dearer to replace than the 17s the rest of the lineup wears.

Manageable with care rather than easy. At 195.7 in long on a 111.4-in wheelbase with a 38.4 ft turning circle, the Accord is one of the larger cars in its class and about two inches longer than a Camry, though the low beltline, slim pillars and generous glass give better-than-average sightlines out of it. The camera help is thin on the trim being scored: the volume Sport Hybrid gets only the standard multi-angle rearview camera with dynamic guidelines, because front and rear parking sensors arrive on the EX-L Hybrid and no surround-view camera or self-parking system is offered on any 2025 Accord. Standard blind-spot monitoring with Cross Traffic Monitor is the offset.

Not work-capable, and Honda says so in stronger terms than most rivals: the owner's manual states the car cannot safely tow a trailer and that a tow hitch must not be installed at all, so there is no towing, no hitch-mounted carrier and no payload headroom beyond five occupants and their luggage. There is no bed, the only hold is a 16.7 cu ft trunk reached through a sedan lid, and the 204 hp front-drive e:HEV is calibrated for economy rather than sustained load. The class-best trunk is the only thing keeping it off the floor.

As a high-mileage service car the Accord is about as proven as the segment gets — RepairPal ranks it 1st of 24 midsize cars at $400/yr, the e:HEV transaxle has no belt, torque converter or step-gear wear items and has been in US Hondas since 2018, and the nameplate is a fleet and rideshare staple. Two open recalls temper it: a hybrid control-module software fault that can reset the CPU, and a tire-repair-kit seal issue that matters because these cars carry no spare. But "work duty" means abuse tolerance, and a 5.3-in-clearance front-drive unibody sedan with carpeted floors, no heavy-duty option and no vinyl or skid protection has essentially none.

Almost no work-oriented provisions, and fewer than most rivals because the hitch route is closed by the manufacturer. Onboard power stops at one 12-volt console outlet plus USB-C ports — there is no 120V household outlet or inverter on any trim — and there is no factory tow hitch (installing one is expressly prohibited), no factory roof rails or crossbars, no washable flooring, and only basic trunk anchor points. Honda's Accord accessory catalog is cosmetic and protective rather than upfit equipment; anything rack-related is aftermarket, fitted to a naked roof.

A genuinely good mile-eater. Ride damping is a segment high point — compliant over broken pavement without wallow — Active Noise Cancellation is standard from the base trim up and reviewers describe the cabin as very quiet with the engine rarely audible, the front seats draw praise for long-stint support, and standard ACC with Low-Speed Follow cuts highway fatigue. Two things keep it out of the top band: the hybrid's 12.8-gallon tank is two gallons smaller than the gas car's, so the Sport Hybrid's 563-mile range trails a Camry's 611 despite similar economy, and there is no hands-free highway mode while the lane centering itself is inconsistent. Ventilated seats and a heated wheel are Touring-only.

Pavement-bound with little outdoor utility. Every 2025 Accord is front-wheel drive — no AWD at any price, a real gap against the Camry, Sonata, K5 and Altima that all offer it — and 5.3 in of ground clearance limits it to graded gravel. The usual ways of carrying toys are closed off: the manual forbids fitting a tow hitch, so no hitch bike or cargo rack, there are no factory roof rails on the naked roof, there is no 120V outlet for camp power, and the rear seat folds 60/40 rather than flat. There is also no spare tire, only a repair kit, which is the wrong equipment to be carrying down a forest road.

Normal luggage fits with room to spare; bulky gear is where it runs out. The 16.7 cu ft trunk is the largest in the mainstream mid-size class and, because the lithium-ion pack sits under the rear seat rather than in the boot, the hybrid gives up nothing to the gas car — it out-carries a Camry Hybrid by 1.6 cu ft. A 60/40 split fold-down seatback from the SE and Sport Hybrid up opens it for skis or long boxes. But everything still passes through a sedan lid rather than a hatch, there is no underfloor storage, and with no factory rails and no hitch permitted there is no way to move overflow outside the car.

The 11th-gen Accord is the mainstream mid-size sedan reviewers reach for when they want one that actually handles: MacPherson-strut front/multi-link rear, a low center of gravity with the hybrid battery under the rear seat, and on the volume Sport Hybrid a thicker 27.2 mm front bar with 235/40R19 rubber. It is composed and genuinely eager for the class, but grip is only average in absolute terms and the e:HEV system trims power when pushed hard through a corner, so it stops short of a true sport sedan.

Honda's dual-pinion-assist EPS is quick and accurate — a 13.9:1 ratio and 2.7 turns lock-to-lock is sharper than most mid-size rivals — and Sport mode adds usable weight. Feedback is the limit: it is precise and naturally weighted but does not tell the driver much about the road surface, which keeps it out of the top band.

Hybrid trims get larger 12.3-inch front rotors (vs 11.5 on the 1.5T) and Honda's electric servo brake, which blends friction and regenerative braking well enough that the handoff is not obvious — a common failing on rival hybrids. Measured stopping power is mid-pack rather than strong, and the by-wire pedal is confident without being genuinely firm; steering-wheel deceleration paddles give four regen levels but there is no true one-pedal mode.

The two-motor e:HEV is series-hybrid at most speeds with a direct-drive lock-up clutch at cruise, so there is no turbo lag, no torque-converter slur and no perceptible engine start/stop event — 247 lb-ft from the traction motor is available from rest. Reviewers consistently rate it among the best-calibrated hybrid systems sold, and Linear Shift Control keeps revs tracking road speed instead of flaring.

The 2.0L Atkinson four is well isolated and, because the e-CVT simulates stepped upshifts, it avoids the sustained high-rpm drone that defines rival hybrids under hard throttle; there is no vibration of note through the wheel or pedals. It is not silent — the engine is clearly audible when the battery is being worked hard on a long climb or a highway merge.

Honda publishes 38.4 ft curb-to-curb for every 2025 Accord trim, gas and hybrid alike. Despite the quick 13.9:1 steering ratio, the 111.4-inch wheelbase and 195.7-inch overall length make this a wide-turning car by mid-size sedan standards — noticeably worse than a Camry or Sonata in a parking structure.

The Accord seats the driver low and lets them stretch out — a genuine car driving position rather than a crossover perch — with a broad seat and telescoping-wheel adjustment range that suits a wide range of body sizes, wide door openings, and a dash that keeps real knobs and buttons for climate and volume instead of burying them in the screen. Marks come off for thin seat padding, a low fixed passenger cushion, and the sloping roofline taller rear passengers must duck under.

The Accord is the enthusiast's pick among mainstream mid-size sedans — Car and Driver has put it on 10Best a record number of times largely on chassis merit, and the low seating position, crisp turn-in and instant motor torque make ordinary roads enjoyable. It is capped below the top band by the hybrid's efficiency-first calibration and the loss of the 2.0T and the manual gearbox: it is satisfying and confident, not thrilling, and no one buys one for its sound.

The LX includes adaptive cruise control, lane centering, traffic-jam assist, traffic-sign recognition, a digital gauge cluster, LED lighting, and smartphone integration, while the volume-oriented SE adds blind-spot monitoring, a moonroof, heated seats, and a power driver's seat. The base trim's small 7-inch screen and lack of standard blind-spot monitoring keep it short of loaded-at-base status.

At $28,295 before destination, the spacious and refined LX is competitively priced, and the 204-hp hybrid trims combine strong economy, performance, and a 12.3-inch wireless-connectivity interface. Value is excellent overall, though the hybrid entry price is higher than key rivals and neither all-wheel drive nor a higher-performance engine is available.

Six trims span affordable gas models, four hybrid grades, efficiency-focused luxury, sporty appearance packages, and a well-equipped Touring flagship. Choice is good but constrained by front-wheel drive only, no standalone factory-option structure, and the forced split between gas on the bottom two trims and hybrid on the upper four.

The Accord remains one of America's highest-volume sedans with 150,196 U.S. sales in 2025, demonstrating broad acceptance of the current generation. However, sales fell 7.7% from 162,723 in 2024 and trail the Camry by a wide margin, preventing a leader-level score.

Honda carries a strong mainstream reputation, and the Accord nameplate has unusually deep recognition and enthusiast credibility for a family sedan. Its image is beloved and resale-friendly rather than aspirational in the luxury sense.

The 2025 Accord has been meaningfully negotiable below sticker, delivering real buyer benefit without the extreme fire-sale behavior of a failed nameplate. Discounts became larger as remaining 2025 inventory aged, so this score reflects typical observed transactions rather than a universal national rebate.

The 2025 model is the third model year of the 11th-generation Accord introduced for 2023, so its platform and cabin technology remain current but no longer brand-new. The year-specific update is modest: the EX was replaced by the black-accented SE rather than a full refresh.

The 2025 Accord is a major-award recipient and a direct comparison winner, with reviewers consistently praising its packaging, ride, efficiency, usability, and class-leading dynamics. A separate four-car MotorTrend test placed it third, so reception is outstanding rather than unanimous.