This Acura Integra Features '90s Nostalgia With a Modern Touch
In the world of Honda building, the Civic and Integra chassis reign supreme in terms of popularity and aftermarket support. But even within the ranks of multiple generations and trim levels, some models just don't get as much attention as others. The second-generation Integra, for example, was a hit with both the mainstream and enthusiast groups when it debuted over 30 years ago. Aspirational for the Civic and CRX crowd, it served as a step up with its 1.8-liter DOHC engine and refined interior chock full of additional amenities and modified versions could be found virtually everywhere. As the third-generation Integra was introduced, the DA chassis took a backseat as parts development and popularity surrounded the newer model and the number of 1990-93 Integra builds dropped considerably.
Reliving the Glory Years
That was then, and lately, early 190s Honda nostalgia is at an all-time high. With those old school vibes comes a renaissance of sorts for the DA chassis. Along with those that have always owned and modified these cars, there is a wave of new and return owners that appreciate the sleek styling and charm of Acura's early '90s, entry-level offering. And for any Honda enthusiast looking for a '90s-era chassis to start on, the "mechanic's special" that Enrique Guerra found on Craigslist four years ago is the stuff of dreams. A 1992 LS model with faded paint and an undiagnosed engine issue that resulted in an asking price of just $500—something Guerra jumped on immediately.
Like any older Honda chassis, finding aftermarket support can be tough, while sourcing OEM replacement parts is almost impossible. He adds, "It's been a stressful couple of years sourcing new parts and buying products that will work with the DA chassis, but with the help of social media, close friends, and networking, finding parts became a lot easier."
As with most DA chassis owners, the initial plan called for a deep clean and some very basic updates to freshen the car up while maintaining its '90s-era feel. "In the Bay (Area) we have a very diverse car community with a little of everything which influenced the Integra to go through a couple of phases—I eventually ended up going as far as restoring the car completely."
JDM x USDM
The restoration portion of the build included a Captiva Blue Pearl respray that covered the entire car, including a set of classic Wings West side skirts and matching rear bumper cap. Every DA build needs JDM one-piece headlights to consider it complete, which Guerra sourced, along with a set of thin side moldings from the Japanese DA model that match the bumper moldings much better with their flatter appearance. Other less obvious parts from overseas included the front fenders and bumper. From there, carbon fiber replacement parts became Guerra's main focus with the build.
The requisite carbon fiber Seibon hood and VIS hatch were in order, and matched to a slew of other carbon parts, including a JDP Engineering front lip and rear spoiler, Tracklife Composites bumper ducts, I-Sport side and rear window visors, a custom windshield cowl, and a set of Cactus Composites mirror bases to anchor Imagine Racing side mirrors. Adding even more contrast against the uncommon factory body color are gloss black 16x8 TE37 wheels highlighted by bright orange front and rear Wilwood brake calipers.
Modern Reliability
Having a personal connection to the 1990-93 Integra chassis, one thing I've noticed time and time again is that many nice-looking DA builds ignore under-hood enhancement - but that's not the case here. The original engine issues that came with the car are ancient history with a B18C1 swap now powering Guerra's LS. Avoiding shaved sheet metal or a tucked wiring loom, the appearance is clean and tidy with an OEM-plus aura. The A/C, power steering, and cruise control are all still intact and operational, while the B-series' weak link ignition system is modernized by way of Hondata's coil-on-plug conversion with a Rywire coil plate and engine harness included. The high-quality wiring is a welcome addition as Guerra notes that the car included some frustrating wiring issues provided by its previous owners, but he was fortunately able to work them out.
The OEM-style intake is based on a Comptech Ice Box with a velocity stack that routes outside air to an Integra Type R factory intake tube before feeding a Skunk2 throttle body and Ultra Street intake manifold. Exhaust is routed through a PLM header and Thermal cat-back system and a Vibrant Ultra Quiet resonator was added to control drone. It's not pushing big peak power or running on the ragged edge, but instead offers a huge improvement over the Integra's original output while remaining entirely reliable and doesn't force Guerra to give up any of those create comforts that come in handy on his lengthy drives up and down the California coast.
More modern touches were applied to the interior, starting with an S2000 gauge cluster swap and a flocked dash. Just in front of the updated cluster is a Renown Champion HP steering wheel that Guerra fitted with a custom mount for the cruise control buttons. The original seats were pulled for a pair of Corbeau buckets with upholstery that matches perfectly to the suede pillars and headliner.
The Parts Hunter
During the build process, Guerra was a regular at local junk yards in search of replacement parts for his Integra as well as offering to help his fellow enthusiast outside of the state or country that might be in search of something he had access to. In addition, he spends his free time coming up with his version of some much-needed Integra replacement parts which he offers through his Ninety93 website with the promise to add more as development continues.
Getting his hands on a starter chassis for such a cheap price came with its fair share of issues, as he states, "It needed a lot of attention, but it was definitely fun to build, nonetheless. It pushed me to learn how to do things on my own such as powdercoat and understand what parts work and don't work with the DA chassis, and even quickly trouble shoot anything wrong with the car. The idea behind the build was to have something modern and aggressive with some old school appeal while also steering away from the rest of the other Integra builds you usually see."
The tale of the $500 mechanic's special isn't over just yet. "The car still has a long way to go as 2022 rolls in and I have big plans to change the look of the exterior very soon, along with other small things here and there."
Car: 1992 Acura Integra LS
Owner: Enrique Guerra
Instagram: @pincheenrique
Engine GS-R swap; Hasport engine mounts; PLM header; Skunk2 intake manifold, throttle body; ITR intake arm; Comptech Ice Box intake; Thermal R&D cat-back exhaust; Vibrant ultra-quiet resonator; ATI crankshaft pulley; RC 440cc injectors; MPC Motorsports fuel rail; Grams 255lph fuel pump; custom catch can; Rywire Motorsports Electronics engine harness, coil-on-plug plate; Mishimoto aluminum radiator, slim fans, silicone hoses w/heat shrink clamps; G Development titanium hardware; Hondata S300 V3 management, coil-on-plug conversion kit
Drivetrain B16 transmission; OEM LSD; Innovative DC2 shift linkage, half shaft, axles
Suspension Megan Racing coilovers; Skunk2 front/rear camber kits; Buddy Club extended ball joints; K-Tuned traction bar; Password:JDM 3-pt. shock tower bar; Hardrace front control arm bushings; ASR rear LCA w/spherical ends, subframe, 24mm sway bar w/spherical end links, trailing arm bushings; G Development titanium hardware
Braking Wilwood DynaPro 6-piston front calipers, rear calipers, 12.9 front/rear rotors, parking brake cables, stainless lines
Wheels & Tires 16x8 Volk Racing TE37; 225/45 Toyo Proxes R1R; Rays Engineering lug nuts
Exterior JDP Engineering carbon fiber lip, trunk spoiler; Seibon carbon fiber hood; VIS carbon fiber hatch; Tracklife Composites carbon fiber brake caliper ducts; Cactus Composites side mirror plates; Imagine Racing carbon fiber mirrors; I-Sport carbon fiber window visors, hatch visor; custom carbon fiber wiper cowl; JDM 1-piece headlights, fenders, front bumper, bumper support, thin moldings; Wings West side skirts, rear bumper cover; OEM optional sunroof visor
Interior Corbeau seats; flocked dash; S2000 gauge cluster; Renown Champion HP steering wheel w/custom-mounted cruise control; NEXT Miracle X-bar roll bar; Phase2Motoring floor mats; ZOOM Engineering carbon fiber rear view mirror; Cactus Composites carbon shift plate, S2000 cluster bezel; Mugen sport pedals; JDM manual seatbelt conversion, armrest w/cupholder, Gathers optional rear speaker covers; suede headliner, pillars; Optima battery relocated to trunk; custom subwoofer enclosure, Pioneer double-din head unit
Thank You I just want to thank my old friends who got me into Hondas 10 years ago and to all of the friends I made along the way. Also a huge thanks to Patrick for all of these amazing shots and also all of the big to small companies that support making replacement and performance parts for these very old cars
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There are likely tons of enthusiasts who think this comparison test would never be a fair fight. Conventional wisdom suggests all-wheel-drive sport compacts like the 2022 Subaru WRX are inherently better than front-drive cars like the 2022 Honda Civic Si, thanks to their four-corner traction. They offer stability and performance you supposedly can't get with only two driven wheels.Additionally, since the 1990s, Subaru has unlocked impressive grunt from its turbocharged flat-four engines—something Honda only figured out for its inline-fours in the past decade. In the important area (to hardcore fans, anyway) of racetrack worthiness, the Subaru always seemed to have so much more to offer than the Honda: more power, a better chassis, and traction for days. So where do we get off having an entry-level performance car like the 2022 Honda Civic Si challenging a rally-bred motorsports titan like the 2022 Subaru WRX?In fact, the Civic is positioned better than you might think. Certainly, Honda building more turbocharged cars of late is part of the 2022 Civic's current position of strength. Honda's powertrain engineers have had success with not just the model's 1.5-liter turbo inline-four engine but also the 2.0-liter forced-induction inline-four workhorse in the previous Civic Type R, as well as turbo-hybrid systems like the one in the Acura NSX.This explains why we rounded up a 2022 Civic Si with the grippier summer tires option and a 2022 Subaru WRX Limited for a little comparison test. The WRX Limited is presently the highest-trim model in the lineup that's available with a standard manual transmission. So both sedans are affordable sport compact standouts, but which makes the smarter all-around choice?SpecificationsHonda equips every 2022 Civic Si with the same 1.5-liter turbo-four engine as in the previous generation. It makes 5 fewer peak horsepower than the old Si, for a total of 200 hp, but its peak torque of 192 lb-ft of torque arrives sooner at 1,800 rpm. The engine also maintains more output when wound out to its 6,500-rpm redline.The 2022 Subaru WRX's new and larger 2.4-liter turbo-four seems huge by comparison. It develops a peak of 271 hp and 258 lb-ft of torque, which is 3 more hp and no more torque than the outgoing WRX's 2.0-liter boxer. Here, too, Subaru indicates the new unit's torque curve is broader than before.Both cars get a standard six-speed manual transmission, but only Subaru WRX Limited shoppers have the option of a CVT. Our judging panel agreed the shift action for both manuals was satisfyingly short and notchy.Both drivetrains are equipped with a limited-slip differential, and the WRX's continuous all-wheel-drive system also includes torque vectoring. MacPherson struts up front and a multilink rear suspension return on the Civic; the WRX is outfitted as always with MacPherson struts in front and a rear double A-arm and toe-link arrangement, plus electronically adjustable dampers. Curb weight for the 2022 Honda Civic Si with manual transmission is 2,981 pounds, and the shift-it-yourself 2022 Subaru WRX Limited checks in at 3,412.All 2022 Honda Civic Si models ride on 18-inch wheels, whether they be wrapped in the base grade's all-season tires or the sticker summer rubber. The WRX has a slight performance edge because its base configuration features summer tires on 17s, but the upgrade for the Limited is a wider summer tire on 18s—245 width compared to the Si's 235. That said, both sets of tires never seemed to quit.The Nitty GrittyNot unexpectedly, the more powerful all-wheel-drive 2022 Subaru WRX is quicker than the 2022 Honda Civic Si. When we tested it, our WRX Limited sprinted from 0 to 60 mph in 6.1 seconds and covered the quarter mile in 14.3 seconds at 97.8 mph. Most of our comparison drivers loved the Subie's grunt but lamented its narrow powerband and early redline. Features editor Scott Evans said, "All the action is between 4,000 and 6,000 rpm; we know boxer engines can rev higher. Make it happen, Subaru."The Civic Si needed an additional second—7.1 seconds in the sprint to 60 mph, 15.3 seconds in the quarter mile—in each test, and it finished the quarter mile traveling 5 mph slower. This highlights the Si's biggest drawback: It seems like there's barely any power on tap in comparison to the WRX. But although it's tame, the Honda's engine now pulls until redline, a bit of tuning that was absent in the last Si. "Makes the car feel quicker, even if it isn't," Evans said. "It's more rewarding to drive fast."Although the Subaru is swifter than the Honda, it's worth mentioning both cars are slower than the versions they replace. Every WRX we've tested since the 2013 model year has been slower than the one before it (an outlier 2018 model was marginally slower than the 2022). The Civic Si is slower than the turbo Si we tested as a 2017 model, and it's slower than every 2.0- and 2.4-liter naturally aspirated Si we've tested since the seventh-gen model (2000 to 2005).Handling BusinessBeyond the test track, there's never a shortage of grip in the WRX. In fact, the car still feels like the homologation Impreza model first issued decades ago so Subaru could compete with it in the World Rally Championship. There was a rawness to the old WRX that made the Subaru a fitting sparring partner for its former nemesis, the Mitsubishi Lancer Evolution, itself an AWD rally car for the streets. Some of that spirit—papered over by years of development—is still alive in the WRX today.Our judges were split on the WRX's handling feel at the limit, though. They either thought it was firm and forgiving or bumpy and choppy. Evans' take is probably the most succinct. "There's a lot of compliance in the suspension; it feels like it has a lot of wheel travel. But as much as it moves vertically, it's glued to the road. You quickly learn to stop worrying about the body movements because the tires are not letting go."We appreciated the modern WRX's power and grip during spirited canyon runs, but its ride was less likable in day-to-day driving. At modest speeds, road imperfections transmit into the car. This is an area where the Civic shines, striking a better handling balance between sport and comfort."It seems if Honda engineers had to make a choice between civility and agility, they chose civility, but only by the slightest of margins," summed up senior editor Aaron Gold. "I think that was the right decision. I doubt they could keep the body strapped down any better without making the ride unacceptably hard for day-to-day driving, and that's best left to the Civic Type R."Steering in each car felt direct, though there was a bit more heft to the Civic Si's tiller. This was another area of split opinions among our judging panel. Some, like executive editor Mac Morrison, gave the Honda steering a thumbs-up for "its weight and the size of the steering wheel, the way it feels, [and] how it fits my hands."But the WRX's lighter steering also had fans among our jurists, like features editor Christian Seabaugh. "I could see some ham-handed drivers being turned off by how quick and aggressive the steering is, but if you drive with your fingertips, it's so communicative and enjoyable."The 2022 Honda Civic Si's greatest performance metric in this fight might not be power, or quickness, or driving dynamics. You could say it's efficiency. Its engine produces 133 hp per liter compared to the WRX's 113 hp per liter. (Remember when Honda nerds made a big deal about the 1.6-liter naturally aspirated B16 inline-four's 100 hp-per-liter ratio back in the late 1990s?) And the Honda is rated at an impressive 27/37/31 mpg city/highway/combined compared to the Subaru's 19/26/22 mpg. With way better fuel economy, the Si offers almost 20 miles more range on a full tank of gas (384 miles) despite that reservoir being 4.2 gallons smaller than the WRX's.Both cars are equipped with disc brakes at all four corners, but the WRX comes with standard rear ventilated rotors (the Si's are solid). It took the Subaru 113 feet to bring the car to a stop from 60 mph in our testing; the lighter Honda needed 110 feet. Our panel was generally on the same page about brake feel for each. The WRX has soft initial bite, but the pedals in both cars were progressive, and the stopping power was easy to modulate.Equipment and SpaceYou'll find a bit more head- and legroom in the front row of the Subaru, but the Honda is more spacious in the back seat. The Civic Si's trunk can hold more, as well, 14.1 cubic feet compared to the WRX's 12.5 cubic feet. Both cars are designed with 60/40-split folding rear seat backs.Each also comes with standard automatic headlights, keyless entry, moonroof, trunklid spoiler, dual-exhaust finishers, and remote trunk release. Additional standard equipment includes push-button start, leather-wrapped steering wheel, rear center armrest with cupholders, sun visors with illuminated vanity mirrors, and sport pedals.Standard equipment the 2022 Subaru WRX Limited boasts beyond the Civic Si includes foglights, steering-responsive headlights, dual rear USB charge ports, and heated front seats. Where the Civic's seats are trimmed in cloth, WRX's feature faux suede. Meanwhile, Gold pointed out how the WRX's seating position "is very tall compared to other cars—feels like you're driving an SUV." Seabaugh was bummed by the lack of lumbar support in the Si's front seats.In fact, the Si's seats are fully manual when it comes to adjustments. The WRX, on the other hand, gets a 10-way power-adjustable driver's seat. Other WRX advantages include dual- versus the Si's single-zone climate control, and an 11.6-inch central touchscreen compared to the Si's 9.0-inch screen (though we preferred the Honda's smaller display for its conventional horizontal orientation).We also liked the Si's aluminum shift knob more than the leather-wrapped item in the WRX. Further Civic Si strengths include a 7.0-inch gauge cluster screen (only 4.2 inches in the WRX), wireless Apple CarPlay and Android Auto compatibility (both are wired in the WRX), and 12 speakers (the upgraded premium system in the WRX Limited gets only 11 speakers).Overall, there's a lingering familiarity to the 2022 WRX's interior. Materials and build quality are high, but the overall dash and center console designs haven't evolved much over the years. This is in sharp contrast to the 2022 Civic's redesigned cabin, which is clean and modern. Honda's choices in cabin textures—like the hexagonal honeycomb grille that extends across the dash, textured plastic trim pieces on the doors and center console, and ridged center-stack knobs—help the Civic look premium for its class.PricingThe base 2022 Honda Civic Si starts at $28,595, with summer tires adding just $200, which is a steal. Our test car also carried premium Blazing Orange paint for an additional $395, which took its final retail price to $29,190.That's more than $1,000 less than the 2022 WRX's base price of $30,600. And when you move up to the WRX Limited, which sits just below the GT top trim, the price jumps by almost $7,000 to $37,490. But the Subaru also gets features the Honda lacks, such as all-wheel drive, enhanced exterior lighting, nicer front seats, a bigger touchscreen, and rear USB ports.VerdictIf track sessions are in your future, the 2022 Subaru WRX isn't a bad choice. We might even argue it's the cooler car from a historical context. But the modern WRX is also frenetic to drive. Our judges were unanimous when it came to how much easier it was to pilot the Civic quickly. And with the way gas prices are, we'd be less inclined to take the Subaru out for fun days considering how thirsty it gets.The 2022 Honda Civic Si is a better choice for both its affordability and all-around excellence. Honda took a great foundation into the 11th-generation Civic and built a fun little machine that also comes through with plenty of practicality. It's not a "numbers" car by any stretch, but it does inspire confidence behind the wheel—enough so that we could repeatedly take it to its limits, and it simply kept chugging along. It also delivered refinement levels we've frankly never seen in an Si, and it might just be the most fun version yet.2nd Place: 2022 Subaru WRXProsQuicker and more powerfulStandard AWDLarger infotainment touchscreen ConsSlower than the previous WRXLackluster fuel economyNot a performance valueVerdict: The WRX is the same beast as always, but it's more sport than compact and lacks a small car's price or efficiency.1st Place: 2022 Honda Civic SiProsBetter suspension-tuning balanceGreat priceMore room ConsSlowNo power driver's seatFewer standard featuresVerdict: Just as the Civic has aged into a great all-arounder, the Si has matured into an entertaining sport sedan. 2022 Honda Civic Si Specifications 2022 Subaru WRX Specifications DRIVETRAIN LAYOUT Front-engine, FWD Front-engine, AWD ENGINE TYPE Turbo direct-injected DOHC 16-valve I-4, alum block/head Turbo direct-injected DOHC 16-valve flat-4, alum block/heads DISPLACEMENT 1,498 cc/91.4 cu in 2,387 cc/145.7 cu in COMPRESSION RATIO 10.3:1 10.6:1 POWER (SAE NET) 200 hp @ 6,000 rpm 271 hp @ 5,600 rpm TORQUE (SAE NET) 192 lb-ft @ 1,800 rpm 258 lb-ft @ 2,000 rpm REDLINE 6,500 rpm 6,000 rpm WEIGHT TO POWER 14.9 lb/hp 12.6 lb/hp TRANSMISSION 6-speed manual 6-speed manual AXLE/FINAL-DRIVE RATIO 4.35:1/2.98:1 4.11:1/2.74:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 11.5:1 13.5:1 TURNS LOCK-TO-LOCK 2.2 2.6 BRAKES, F; R 12.3-in vented disc; 11.1-in disc 12.4-in vented disc; 11.4-in vented disc WHEELS 8.0 x 18-in cast aluminum 8.5 x 18-in cast aluminum TIRES 235/40R18 95Y Goodyear Eagle F1 Asymmetric 2 245/40R18 97Y Dunlop SP Sport Maxx 600A DIMENSIONS WHEELBASE 107.7 in 105.2 in TRACK, F/R 60.5/61.7 in 61.4/61.8 in LENGTH x WIDTH x HEIGHT 184.0 x 70.9 x 55.5 in 183.8 x 71.9 x 57.8 in TURNING CIRCLE 38.1 ft 36.7 ft CURB WEIGHT (DIST F/R) 2,981 lb (59/41%) 3,412 lb (60/40%) SEATING CAPACITY 5 5 HEADROOM, F/R 37.6/37.1 in 38.8/36.7 in LEGROOM, F/R 42.3/37.4 in 43.1/36.5 in SHOULDER ROOM, F/R 57.0/56.0 in 56.7/55.6 in CARGO VOLUME 14.1 cu ft 12.5 cu ft ACCELERATION TO MPH 0-30 2.3 sec 1.7 sec 0-40 3.8 3.2 0-50 5.1 4.3 0-60 7.1 6.1 0-70 9.0 7.6 0-80 11.7 9.5 0-90 14.5 12.3 0-100 17.6 14.9 0-100-0 21.8 19.3 PASSING, 45-65 MPH 3.7 3.1 QUARTER MILE 15.3 sec @ 92.8 mph 14.3 sec @ 97.8 mph BRAKING, 60-0 MPH 110 ft 113 ft LATERAL ACCELERATION 0.93 g (avg) 0.94 g (avg) MT FIGURE EIGHT 26.3 sec @ 0.67 g (avg) 25.0 sec @ 0.74 g (avg) TOP-GEAR REVS @ 60 MPH 2,500 rpm 2,200 rpm CONSUMER INFO BASE PRICE $28,595 $30,600 PRICE AS TESTED $29,190 $37,490 AIRBAGS 10: Dual front, f/r side, f/r curtain, front knee 7: Dual front, front side, f/r curtain, driver knee BASIC WARRANTY 3 yrs/36,000 miles 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles 5 yrs/60,000 miles ROADSIDE ASSISTANCE 3 yrs/36,000 miles 3 yrs/36,000 miles FUEL CAPACITY 12.4 gal 16.6 gal EPA CITY/HWY/COMB ECON 27/37/31 mpg 19/26/22 mpg EPA RANGE, COMB 384 miles 365 miles RECOMMENDED FUEL Unleaded regular Unleaded premium ON SALE Now Now Show All
In business as in life, there are winners and there are losers, and it's just that simple. So as we look back on 2021 and forward to 2022, let's take stock of the new cars, trucks, and SUVs that stood out this year for exceeding expectations—the best kind of surprises—and those that stood out by falling flat. We've picked five of each, so buckle in and take in the best and worst that the auto industry put on offer in 2021.
Honda is having itself a busy year. Fresh off the launch of the new Civic sedan and hatchback, it is about to introduce a new HR-V small SUV, a new CR-V crossover, and this—a new-generation Accord midsize sedan. Just as the CR-V is a juggernaut among compact SUVs, duking it out with the likes of Toyota's RAV4 for sales, the Honda Accord is a mainstay in the shrinking yet still popular midsize sedan space. Even the relatively old 2022 model, which was introduced back in 2017 and is about to be replaced by this new 2023 Honda Accord, remains at the top of its class in our Ultimate Car Rankings. It is an achingly competent and satisfying car to own, delivering confident handling, a refined ride, punchy powertrains, and sleek looks inside and out.What's New, New Accord?So, what does changes are in store for the 2023 Accord? If we use the smaller Civic as a template, we can expect Honda to subtly hone everything that's made the outgoing Accord so great. Literally, just as the newest Civic is based on the previous model, the new Accord will be spun off the current one. That doesn't preclude Honda from heavily restyling the Accord, however—again, look no further than the 2022 Civic, which looks nothing like its predecessor despite using the same platform. But we also think given that Honda refashioned the Civic in the Accord's image, that it likes that image and won't change it too much for 2023. To give you an idea of what the next Accord might look like, we've provided the illustrations here.Unlike the Civic, which matured from a wild vented, slatted, and creased visage to a cleaner, simpler design that looks vastly more upscale, the Accord already wears a clean, simple design that looks subtly upscale. That means the new model will probably adopt a few details from the Civic, namely its more horizontal shoulder line, squared-off front end, and thinner headlights. The outgoing Accord's various curves, arcs, and C-shaped taillights—all holdovers from previous-gen Honda design—will be straightened out, removed entirely, or, in the case of the taillights, slimmed down and simplified.Though we haven't rendered the 2023 Accord's interior, again, look for more Civic inspiration to trickle up. The Civic's classy full-width dashboard air vent motif, with a mesh treatment blending the actual air vents into a glamorous strip stretching from door-to-door, is almost guaranteed. Ditto the Civic's more squared-off switchgear, door handles, steering wheel hub, and more. Again, where the old Accord's door panels and dashboard styling features arcs and swoops, the new one will be predominantly rectilinear.A touchscreen will again float above the dashboard, but look for the current Accord's standard split-gauge cluster (half digital, half analog) to give way to a fully digital cluster across the lineup. The roominess of today's model will carry over to the new one, with perhaps a touch more trunk space carved out of the squarer tail.Same Platform, Same Engines?Today's Accord is relatively lightweight and has a well-sorted suspension that delivers sharp handling, satisfying control feel, and a good ride. Look for minor tweaks here, though the Accord's curb weight likely will increase slightly (as did the Civic's), as we anticipate Honda will add sound deadening and more features in a bid to quiet the sedan's wind and road noise while upping the luxe factor.Look for the Accord's trio of powertrains to live on for 2023, albeit with small reworkings for improved fuel economy and power delivery. That means entry-level Accords will retain their turbocharged 1.5-liter I-4 engines and continuously variable automatic transmissions (CVTs), while up-level versions will offer a more powerful turbo 2.0-liter I-4 and a 10-speed traditional automatic. Finally, the Accord Hybrid and its 2.0-liter I-4 and electric motor combo will return, likely with changes geared toward improving its fuel economy further. Front-wheel drive probably will remain the Accord's lone option; many competitors, the Toyota Camry included, have begun offering optional all-wheel drive in recent years.Will It Be Enough?One question to keep front of mind as the 2023 Honda Accord comes into full view later this year is whether it stays relatively low-key or goes somewhat wild. Many automakers have cut bait and left the midsize segment entirely (as Ford has with its Fusion, and Chevy seems apt to do with its Malibu), and those sedans that remain have grown sexier (i.e. Hyundai Sonata), more athletic (i.e. Mazda6 Turbo), and generally more upscale in a bid to stand out to buyers. Gone are the days of "boring" midsize sedans playing the role of family sedans without appeal; automakers now see sedan shoppers looking for a more extroverted experience. Hey, if you're going to give up the practicality of a boxy crossover or a pickup, why not lean into windswept styling that cuts into rear-seat headroom and trunk space and sportier dynamics you can't get in a similarly priced SUV?The old Accord was just handsome enough, but Honda's penchant for restraint might miss the moment these relatively affordable, roomy four-doors are having. All we know is, if the Accord drives anything like the new Civic, while delivering the same if not better quality, it'll be tough to complain about attractively understated styling.
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