The Rest
Like previous Accords, the '08 is heavy, measuring in at 3,459 pounds when equipped with navigation, which means it's a couple hundred pounds portlier than its predecessor. All of this extra weight isn't for nothing though. The new Accord is bigger in every way: height, width, track, wheelbase, even the wheels are bigger with standard-issue 18s. Fortunately the higher-output engine and close-ratio gearbox make the additional weight a bit moot. The new Accord handles well but don't forget that we're talking about an Accord here. Honda lowered its center of gravity by 10mm making for flatter handling when turning and increased its roll centers slightly, which makes for less body roll and a flatter contact patch for the tires and, yes, it is noticeable compared to the last generation's Accord. The front suspension differs little from other Honda multi-link setups but the rear is a different story. Each of the rear's arms and links are mounted to a floating subframe that helps reduce vibration noise-more of that comfort stuff, but welcomed nonetheless. The chassis surrounding the suspension mounting points is also stiffer, contributing to its 40 percent greater lateral rigidity when compared to the older Accord. The brakes have been addressed as well. In fact, this is the first Accord to feature four-wheel discs on all trims. Stopping is fun again and the 11.8-inch front rotors ensure as much. Honda also braced the master cylinder to the firewall in an effort to ensure a firm brake pedal and increased the pedal's ratio from 2.6:1 to 2.9:1 for more braking force without having to increase pedal effort.
Part of what makes the '08 Accord seem so much like the enthusiast's Accord is its steering-at 2.56 turns, lock-to-lock, as opposed to its predecessor's 2.98 turns, steering is quicker, more like an ITR than an Accord. You can't help but notice the steering's responsiveness either. This can be blamed on Honda's variable gear ratio (VGR) steering, in a good way. Unlike conventional steering racks that turn the front wheels at constant ratios, despite the amount the steering wheel's turned, VGR allows for varying rates-when the driver inputs a small amount of turn-in, the tires turn a small amount quickly, but when a significant amount of turn-in is given, the tires also turn quickly, making for improved maneuverability at any speed.
The Verdict
Honda claims the 10.0:1 compression ratio V-6 to be good for peaks of 268 hp at 6,800 rpm and 248 lb-ft of torque at 5,000 rpm. Fair enough. To be sure though, we mounted the coupe to Bisimoto's Dynapack dynamometer. Taking drivetrain losses into account, the numbers match up with results measuring in at 248 hp at just over 6,000 rpm and 234 lb-ft of torque at just below 4,000 rpm. More importantly, Bisimoto's air/fuel ratio results point to the possibilities of this particular Accord V-6. Honda is somewhat notorious for building "safe" vehicles-not just from a crash test perspective but from that of avoiding engine mishaps. As such, the company programs in extremely rich air/fuel ratios so as to avoid lean conditions. We noticed this with the '06 Civic Si, where the folks at Hondata were able to muster an extra 30 hp out of the K's midrange. We expect similar results, if not better, out of the Accord as Honda implemented a significant rich condition from 4,000 rpm onward. No matter though, the '08, six-speed Accord is our kind of Accord: quick, responsive, fun...not your mother's Accord.