Honda Accord e:HEV RS Review
03 Feb 2025|32,454 views
What We Like
Sleek, understated styling paired with big-sedan presence
Precise steering, sharp handling
Spacious rear bench and large boot
Smooth and peppy powertrain
Commendable fuel efficiency
What We Dislike
Insurmountable sticker shock
Some bits of the cabin can feel dated; equipment list a bit patchy
Delivered by someone barely old enough to count as a millennial, a statement like the "good old days of carmaking" may be confounding at best - and presumptuous at its very worst.
That's the honest acknowledgement out of the way. If anything, however, take the line as an idealised imagination of how things were like in the automotive space even just a decade back. A time where cars like this one were more frequently sighted on our roads: A relatively low-slung mid-size sedan - combustion-powered, naturally - emanating presence and status not necessarily because of its badge but because of its extra promise of space, power and material comfort.
10 generations of the Honda Accord have come and gone, and while long lineage is often an indicator of success, this flagship sedan peeks its angular new face now into a brave new world where EVs and SUVs are more the norm than exception. Its strategy? To hang on to the same qualities that have made all Accords of the past so beloved - and to immense success.
At a time where 'bigger' and 'flashier' are almost seen as de facto synonyms for 'better', the latest Accord sticks confidently to its own lane.
Above all, there is an overarching sense of flatness to the car, no doubt aided by the fact that the highest point of its roof finds its limit at under 1.45 metres. Look especially at the way its head lamps are virtually tucked underneath the same line that serves as the ceiling for its hexagonal grille, and at its low bonnet and boot. (You'll find this visual on the CR-V too.) There are flashes of Audi (not a bad muse, by the way) in its sloping rear roofline and full-length light bars, but the Accord puts its own spin on things, and is no less handsome for it anyway.
The sleek styling of this 11th-generation Accord is further amplified by other RS-specific accoutrements, such as a subtle rear spoiler
The juxtaposition of the flatness against its raw size, however, simply plays up its quiet presence.
The Accord is no small car - it's 1.86 metres wide and 4.97 metres long - edging the Toyota Camry Hybrid out slightly on both fronts, and punching well above the hunkering CR-V purely in terms of length. Offered solely in this top-shelf RS trim, there are also tasty bits that dial up the heat: A subtle, blacked-out bodykit, consisting of front and rear lips, side skirts, and a blink-and-you'll-miss spoiler pressed on to its rear.
Not keen on ruining the subtlety wielded so well with its sheet metal, the Accord's cabin can perhaps be described as sensibly upmarket - and perhaps even luxurious.
The interior aesthetic here, like that of the exterior, is brooding and dark. But soft-touch materials meet your hands where they normally rest, the triangular mesh pattern across the dash is oddly pleasing, and everything feels solidly screwed into place.
Features such as fat ambient lighting strips and a banging Bose speaker system add to the upmarket atmosphere within the Accord's cabin
While ambient lighting is no longer a party trick reserved for the flagships, those on the Accord somehow feel both fatter and less garish than those that have already trickled down into lesser-positioned mass market cars. Elsewhere, a massive dual-pane sunroof, a 12-speaker BOSE sound system, and rear window shades lend weight to its more upscale identity.
Still, its standout quality is its triumphant deference to ergonomic comfort.
Slide into the driver's seat and one will soon find there is not a single button or switch that is out of reach - to the extent that even adjusting the air-conditioning vent of the front passenger is no uphill task. Speaking of these, the Accord's widespread retention of physical controls is delightful too, and all of them convey quality with their reassuring clicks and clacks.
The car's 12.3-inch touchscreen boasts high levels of responsiveness and crisp graphics, while its 11.6-inch head-up display is capable of integrating ADAS information with the car's speed reading
Amidst the weighty tactility of the cabin, the Accord doesn't forget about digitalisation. The vibrant 12.3-inch touchscreen and 12.3-inch driver's display will catch one's attention first, but powering the car up further reveals a crisp 11.6-inch head-up display.
Admittedly, these aren't the sort of iPad-style displays or single-panel clusters seen on its modern rivals. Still, the mind quickly settles on the truth that bigger and busier screens are perhaps not the best attuned to conveying information to the driver efficiently anyway.
Conversely, the one standout feature here - a central knob encircling a customisable screen - is eye-catching and fascinating at first, but eventually reveals itself more as a vanity piece with its limited functionality.
Otherwise, the Accord continues to offer the blend of excellent space and comfort that arguably only a mid-size sedan can.
A wide rear bench with generous legroom as well as a 570-litre boot make the Accord a very formidable family car
The amount of rear legroom on offer would easily satisfy chauffeur-driven folks (even if that's not the Accord's natural remit), while its width means fitting three abreast on the bench is no squeeze too. The car's 570-litre boot also promises to swallow anything thrown into it - although given its price point (more on that later), the lack of electronic automation reads as slightly confounding.
But the best is saved yet for when one hits the glossy Start button, and hits the road.
Unlike generations past, the Accord arrives solely with Honda's e:HEV hybrid powertrain on its 11th rodeo. The 1.5-litre turbocharged engine of old won't be missed too sorely in the wake of what's jointly achieved by the two electric motors and 2.0-litre naturally aspirated engine on the current car. With nearly 200bhp, and a heady 335Nm of torque on tap, propulsion is near-instant off the line, silky, and very, very quiet.
And while E-CVTs are now not uncommon in Honda's lineup, the one on the Accord is miles ahead of the rest in terms of refinement. Send your right foot into the accelerator, and the sound emitted by the transmission as it's stretched is never too raucous nor loud, as the car pulls steadily towards the speed limit without running out of breath. Honda quotes a 20km/L consumption figure for the setup, and during our time with it, the Accord wasn't too far off with its 18.5km/L.
Still, power and refinement are only two parts of the larger equation, for the Accord handily defends its niche as the go-to option for keener drivers (even in this rapidly narrowing segment).
The driving position, for starters, is perfectly set up: You sit nice and low, with the thin steering wheel nestled perfectly ahead in the centre. A well-calibrated sense of weight, feedback, and preciseness also means that the car feels decently connected to the road, though not ever to the point of wearing a driver down with every imperfect surface on a 7:00pm drive homewards.
It is ultimately the way the Accord rides and handles, however, that seals the deal.
Its expensive-feeling suspension setup will take just about anything thrown at it while retaining just enough firmness for sporty flair. And without ever losing its delectable big car composure, body roll is also fantastically controlled, with the Accord always exuding a sense of balance and tightness. It's one of those proverbial cars you'd describe as having the ability to shrink around the driver - topped off with pleasant, linear-feeling brakes.
The couple of noteworthy blemishes are forgivable for they do not affect the driving experience greatly.
These paddle shifters for adjusting regenerative braking work great - but one wishes they could have doubled up to control programmed set points for the car's CVT
That the paddle shifters can adjust the car's level of regenerative braking is welcome - but one wonders if they couldn't have also doubled up to play with the programmed set points of the CVT (meant to mimic a five- or six-speeder).
Also, amidst the fairly generous spread of driving assistance features, the Accord continues to lack Blind Spot Monitoring. A camera mounted on the left wing mirror is activated every time the left signal is flicked on - but now that the tech has been around for a couple of generations virtually unchanged, it cannot help but feel dated.
The question of real-world appeal
In today's automotive world, what is the combustion-powered, (Japanese) mid-size sedan's raison d'etre? In fact, can it still lay claim to having one?
For those that value space, a rewarding drive, and even sensible luxury in an unequivocally stylish package, the answer presented by the current Accord is a resounding 'Yes'. Modern cars tend to dazzle more than truly satisfy; the Accord feels like it has a lucid grasp of both.
There is one major problem, though: Even with current COE prices, and even considering all its undeniable qualities, that insane $309,999 price tag (accurate at time of publishing) feels impossible to stomach.
Mid-size sedans used to offer the luxury-car experience without luxury-car prices - but with this number encroaching dangerously close onto German territory, while well surpassing the heights of its sole Japanese arch-rival, the notion of real-world appeal starts to become murkier. The latter's fuller and more consistent suite of features make it seem the more expensive car, too, even though you'll curiously note that the Accord's Open Market Value is significantly higher.
Few will likely dispute the joy felt behind the Accord. And against the grain of today's SUVs and EVs, the 'old-school cool' quality emanating from the car's fantastically concocted big saloon experience also feels impossible to deny. The price of admission for it, however? That remains a big question mark.
Here are a couple of other mid-size Japanese sedans to consider today!
What We Like
Sleek, understated styling paired with big-sedan presence
Precise steering, sharp handling
Spacious rear bench and large boot
Smooth and peppy powertrain
Commendable fuel efficiency
What We Dislike
Insurmountable sticker shock
Some bits of the cabin can feel dated; equipment list a bit patchy
Delivered by someone barely old enough to count as a millennial, a statement like the "good old days of carmaking" may be confounding at best - and presumptuous at its very worst.
That's the honest acknowledgement out of the way. If anything, however, take the line as an idealised imagination of how things were like in the automotive space even just a decade back. A time where cars like this one were more frequently sighted on our roads: A relatively low-slung mid-size sedan - combustion-powered, naturally - emanating presence and status not necessarily because of its badge but because of its extra promise of space, power and material comfort.
10 generations of the Honda Accord have come and gone, and while long lineage is often an indicator of success, this flagship sedan peeks its angular new face now into a brave new world where EVs and SUVs are more the norm than exception. Its strategy? To hang on to the same qualities that have made all Accords of the past so beloved - and to immense success.
At a time where 'bigger' and 'flashier' are almost seen as de facto synonyms for 'better', the latest Accord sticks confidently to its own lane.
Above all, there is an overarching sense of flatness to the car, no doubt aided by the fact that the highest point of its roof finds its limit at under 1.45 metres. Look especially at the way its head lamps are virtually tucked underneath the same line that serves as the ceiling for its hexagonal grille, and at its low bonnet and boot. (You'll find this visual on the CR-V too.) There are flashes of Audi (not a bad muse, by the way) in its sloping rear roofline and full-length light bars, but the Accord puts its own spin on things, and is no less handsome for it anyway.
The sleek styling of this 11th-generation Accord is further amplified by other RS-specific accoutrements, such as a subtle rear spoiler
The juxtaposition of the flatness against its raw size, however, simply plays up its quiet presence.
The Accord is no small car - it's 1.86 metres wide and 4.97 metres long - edging the Toyota Camry Hybrid out slightly on both fronts, and punching well above the hunkering CR-V purely in terms of length. Offered solely in this top-shelf RS trim, there are also tasty bits that dial up the heat: A subtle, blacked-out bodykit, consisting of front and rear lips, side skirts, and a blink-and-you'll-miss spoiler pressed on to its rear.
Not keen on ruining the subtlety wielded so well with its sheet metal, the Accord's cabin can perhaps be described as sensibly upmarket - and perhaps even luxurious.
The interior aesthetic here, like that of the exterior, is brooding and dark. But soft-touch materials meet your hands where they normally rest, the triangular mesh pattern across the dash is oddly pleasing, and everything feels solidly screwed into place.
Features such as fat ambient lighting strips and a banging Bose speaker system add to the upmarket atmosphere within the Accord's cabin
While ambient lighting is no longer a party trick reserved for the flagships, those on the Accord somehow feel both fatter and less garish than those that have already trickled down into lesser-positioned mass market cars. Elsewhere, a massive dual-pane sunroof, a 12-speaker BOSE sound system, and rear window shades lend weight to its more upscale identity.
Still, its standout quality is its triumphant deference to ergonomic comfort.
Slide into the driver's seat and one will soon find there is not a single button or switch that is out of reach - to the extent that even adjusting the air-conditioning vent of the front passenger is no uphill task. Speaking of these, the Accord's widespread retention of physical controls is delightful too, and all of them convey quality with their reassuring clicks and clacks.
The car's 12.3-inch touchscreen boasts high levels of responsiveness and crisp graphics, while its 11.6-inch head-up display is capable of integrating ADAS information with the car's speed reading
Amidst the weighty tactility of the cabin, the Accord doesn't forget about digitalisation. The vibrant 12.3-inch touchscreen and 12.3-inch driver's display will catch one's attention first, but powering the car up further reveals a crisp 11.6-inch head-up display.
Admittedly, these aren't the sort of iPad-style displays or single-panel clusters seen on its modern rivals. Still, the mind quickly settles on the truth that bigger and busier screens are perhaps not the best attuned to conveying information to the driver efficiently anyway.
Conversely, the one standout feature here - a central knob encircling a customisable screen - is eye-catching and fascinating at first, but eventually reveals itself more as a vanity piece with its limited functionality.
Otherwise, the Accord continues to offer the blend of excellent space and comfort that arguably only a mid-size sedan can.
A wide rear bench with generous legroom as well as a 570-litre boot make the Accord a very formidable family car
The amount of rear legroom on offer would easily satisfy chauffeur-driven folks (even if that's not the Accord's natural remit), while its width means fitting three abreast on the bench is no squeeze too. The car's 570-litre boot also promises to swallow anything thrown into it - although given its price point (more on that later), the lack of electronic automation reads as slightly confounding.
But the best is saved yet for when one hits the glossy Start button, and hits the road.
Unlike generations past, the Accord arrives solely with Honda's e:HEV hybrid powertrain on its 11th rodeo. The 1.5-litre turbocharged engine of old won't be missed too sorely in the wake of what's jointly achieved by the two electric motors and 2.0-litre naturally aspirated engine on the current car. With nearly 200bhp, and a heady 335Nm of torque on tap, propulsion is near-instant off the line, silky, and very, very quiet.
And while E-CVTs are now not uncommon in Honda's lineup, the one on the Accord is miles ahead of the rest in terms of refinement. Send your right foot into the accelerator, and the sound emitted by the transmission as it's stretched is never too raucous nor loud, as the car pulls steadily towards the speed limit without running out of breath. Honda quotes a 20km/L consumption figure for the setup, and during our time with it, the Accord wasn't too far off with its 18.5km/L.
Still, power and refinement are only two parts of the larger equation, for the Accord handily defends its niche as the go-to option for keener drivers (even in this rapidly narrowing segment).
The driving position, for starters, is perfectly set up: You sit nice and low, with the thin steering wheel nestled perfectly ahead in the centre. A well-calibrated sense of weight, feedback, and preciseness also means that the car feels decently connected to the road, though not ever to the point of wearing a driver down with every imperfect surface on a 7:00pm drive homewards.
It is ultimately the way the Accord rides and handles, however, that seals the deal.
Its expensive-feeling suspension setup will take just about anything thrown at it while retaining just enough firmness for sporty flair. And without ever losing its delectable big car composure, body roll is also fantastically controlled, with the Accord always exuding a sense of balance and tightness. It's one of those proverbial cars you'd describe as having the ability to shrink around the driver - topped off with pleasant, linear-feeling brakes.
The couple of noteworthy blemishes are forgivable for they do not affect the driving experience greatly.
These paddle shifters for adjusting regenerative braking work great - but one wishes they could have doubled up to control programmed set points for the car's CVT
That the paddle shifters can adjust the car's level of regenerative braking is welcome - but one wonders if they couldn't have also doubled up to play with the programmed set points of the CVT (meant to mimic a five- or six-speeder).
Also, amidst the fairly generous spread of driving assistance features, the Accord continues to lack Blind Spot Monitoring. A camera mounted on the left wing mirror is activated every time the left signal is flicked on - but now that the tech has been around for a couple of generations virtually unchanged, it cannot help but feel dated.
The question of real-world appeal
In today's automotive world, what is the combustion-powered, (Japanese) mid-size sedan's raison d'etre? In fact, can it still lay claim to having one?
For those that value space, a rewarding drive, and even sensible luxury in an unequivocally stylish package, the answer presented by the current Accord is a resounding 'Yes'. Modern cars tend to dazzle more than truly satisfy; the Accord feels like it has a lucid grasp of both.
There is one major problem, though: Even with current COE prices, and even considering all its undeniable qualities, that insane $309,999 price tag (accurate at time of publishing) feels impossible to stomach.
Mid-size sedans used to offer the luxury-car experience without luxury-car prices - but with this number encroaching dangerously close onto German territory, while well surpassing the heights of its sole Japanese arch-rival, the notion of real-world appeal starts to become murkier. The latter's fuller and more consistent suite of features make it seem the more expensive car, too, even though you'll curiously note that the Accord's Open Market Value is significantly higher.
Few will likely dispute the joy felt behind the Accord. And against the grain of today's SUVs and EVs, the 'old-school cool' quality emanating from the car's fantastically concocted big saloon experience also feels impossible to deny. The price of admission for it, however? That remains a big question mark.
Here are a couple of other mid-size Japanese sedans to consider today!
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Car Information
Honda Accord Hybrid 2.0 RS e:HEV (A)
$277,999
CAT B|Petrol-Electric|20km/L
Horsepower
135kW (181 bhp)
Torque
335 Nm
Acceleration
-
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- Exterior
- Interior
- The Drive
- Conclusion