I love this car.
Now, don't write me off as another Honda cultist, but owning an Accord reveals why this is the most consistently best-selling car in America. Accord has been one of the top 3 most popular cars over the last 15 years because Honda has gotten the formula down so well. The Accord is a car that is hard to fault, given its mainstream price and its mass-market appeal. I can think of no other affordably-priced sedan or coupe, save perhaps the Toyota Camry and Camry Solara, that spreads its compromises so thinly. There may be a few things you might not like about the Accord, but few people find these issues significant enough to remove the Accord from their consideration list. To support this notion, as of 2/02/2001, 30 people have written about the 2000 Accord Coupe on Epinions (I'm the first reviewer of the 2001 model). Every single reviewer has recommended the car to others. Hey, 100% approval ain't bad!
I bought my Satin Silver Metallic EX-L with manual transmission right at the end of 2000. This is usually a good time to buy a car and I got my Coupe with dealer-added spoiler and splash guards for $21,078, about $15 over invoice. Because my car is a 4-cylinder model, I also received 5.9% financing for 60 months. I could have selected a shorter term, but the depreciation rate on Accords is slow enough that I don't worry about being "upside-down" on my loan. I essentially got everything I wanted: the highest trim level with leather interior, a manual transmission and Silver body color. I originally wanted San Marino Red, but I love the look of silver cars with black leather and I appreciate how they help conceal road salt and dirt, a definite plus in Pennsylvania.
Although I've had my Accord Coupe for 6 weeks, I still get that little hop in my step as I approach my vehicle. It's looks appealing and expensive. Stretching over 186 inches, my Accord doesn't look like a kid car...it's a bonafide Midsize. The dealer-installed spoiler is an absolute must for this body style, in my opinion, and it really brings the whole tail end design together. It's nice that the Coupe shares almost no sheetmetal parts with the Sedan because the styling is fairly expressive with a substantial, aggressive stance. The lack of creases on the side doors gives the impression of a large, imposing vehicle. 2001 brings the Accord a new front fascia, a new rear bumper design and the intake vents now number 3 instead of 1. The hood has more pronounced markings and the grille is now body-color matched. Inside, the Coupe features quasi-aluminum trim accents (which are really just silver-colored plastic pieces) and new sport-appearance seats. I think all of the 2001 changes make the Accord more appealing for the money than the Acura CL. In response, Acura has added the new 260-hp Type-S variant that is definitely out of the Accord's league. While the styling changes aren't dramatic, the 2001 refreshing makes the Accord Coupe even more desirable than before, a near-perfect move for a body style at mid-age. For those worried about buying at the end of the product cycle, the next redesigned Accord is the 2003 model, which will hit dealerships around 10/2002.
LADIES AND GENTLEMEN, START YOUR ENGINES
Like many other drivers, I was very disappointed to find that Honda does not offer a 5-speed manual transmission with the 3.0L V6. After all, buyers often select manual transmissions for performance, so why not outfit a distinctive coupe with a sporting drivetrain? Honda says soft anticipated sales, but I think the culprit is costly federal government smog and crash testing requirements.
However, not all is lost. The difference in performance between the manual transmission 2.3L I4 and the automatic 3.0L V6 is not as large as you might initially expect. In fact, some drivers have gone so far as to say the difference in performance is hard to notice. While that's going a little far, especially when you push each engine hard, there is a point to be made. The horsepower ratings between the two engines is a sizable 50 hp, but the difference in peak torque output is a little smaller at 43 lb-ft. Horsepower is simply a function of torque and torque is really what makes a car go zoom. Consider that the EX-V6 coupe weighs a fairly significant 269 pounds more than the standard EX. Those extra cylinder banks, bigger engine internals and more complicated automatic transmission put on the pounds and the V6 has to push them. If you look at vehicular pounds per unit of engine torque, the EX-V6 at 16.8 beats the EX at 19.8 by 17% (lower figures are better). That's basically half the 33% difference in peak horsepower. The real-world difference in acceleration gets even smaller: The extra fifth gear in the manual transmission allows engineers to offer steeper gear ratios than the automatic. These allow the 2.3L I4 to reach the strongest part of its powerband quicker, enabling brisker acceleration than if it had only 4 gears like the automatic. All said and done, the 3.0L V6 does indeed beat the 2.3L I4 in straight-line acceleration. The V6 just doesn't clobber the I4 as the horsepower numbers might suggest, especially if the driver of the I4 knows how to use a manual transmission to its maximum advantage.
I'll give you some other reasons for choosing the 2.3L manual combination instead of the 3.0L automatic. (1) The 4-cylinder EX-L coupe costs $2550 less than the EX-V6 coupe. Yes, the V6 coupe does add traction control, 16" alloy wheels, automatic climate control, and the HomeLink system, but is otherwise the same. Is this hefty price increase justifiable? (2) The 2.3L increases fuel economy by 4-6 mpg over the 3.0L. That's an annual gas savings of about $130 per year for 12,000 miles of average driving. There's also the lessened environmental impact, if you care about these things. (3) The 4-cylinder should be cheaper to insure than the V6. (4) Since the 4-cylinder models weigh less, they should offer a marginal improvement in handling, tossability and perhaps even braking. (5) Don't sacrifice the sporting thrill of stirring an excellent manual transmission just to slice a second off of your 0-60 time. This IS a coupe, after all.
Of course, all of this discussion would be moot if Honda would just offer a V6 manual! And if you don't drive stick, heck, take the V6.
The drivetrain in my EX coupe is astounding. This doesn't necessarily translate into exhilarating or powerful, just simply jewel-like refined and modern. Honda likes to call itself an engine company instead of a car company and it shows. The 2.3L VTEC I4 is state-of-the-art. OK, sure, it's a SOHC, not a DOHC. Its hp per liter is nothing to write home about. But it seems like an engine that could drive forever if properly maintained. Compression ratio is an easy 9.3:1, so the 2.3L is not tremendously stressed and will happily sip 86 octane fuel. It's remarkably quiet at low engine speeds and you can barely tell that it is running when idle, thanks to the second-order balance system and liquid-filled engine mounts. It is also evident that Honda uses a fair amount of sound insulation in the cabin, under the hood and near the engine firewall. The engine vibrations are very well damped and the engine spools up as almost as smoothly as those silken BMW inline-6s. For a 4-cylinder engine, the 2.3L is very civilized at lower engine speeds (under 3500 rpm). Its silky operation make the Accord seem like a much more expensive vehicle. But this IS a VTEC engine and it dares you to rev it up and let its aggressive cam-lobes suck in the air when the engine speed surpasses 4200 rpm or so. As you let the engine approach its rather lowish redline of 6250 rpm, it lets out a shriekish clamor that might be off-putting if you are used to its otherwise quiet demeanor. Don't worry; it wouldn't be a Honda engine if it didn't like revving and making lots of high-pitched engine whine when pushed.
Low torque output has been a common complaint of Honda's four-cylinder engines. Fortunately, the Accord's 2.3L is tuned more for low-end torque than all-out high-end power like the Integra GS-R's 1.8L DOHC VTEC. The 2.3L is still deader than a doornail below 2000 rpm but torque output ramps up fairly quickly as the engine spools to 3000 rpm. There's no push-you-into-your-seat thrust but after driving many Honda engines, I can tell that the 2.3L is tuned for real-world performance over track performance. I'm not so sure I'd mate this engine to an automatic, but the manual transmission seems like a perfect fit (could say that about a lot of engines!) The powerband isn't as peaky as some other Honda engines; in fact, it's remarkably broad for a Honda 4-cylinder. You really don't have to wind it out to get good acceleration. The engine is quiet and civilized enough that you don't realize how fast you are truly going. Whereas the loud Integra makes the driver think he's going fast (when he really isn't) because the engine is screaming, the Accord is the complete opposite. Unfortunately, a case could be made that the Accord's engine is boring with its composed, reserved nature, but this 27-year old wants to get away from the screaming engine cars and see what refinement is like.
Overall, the 2.3L gives up peak horsepower and stratospheric redline figures for a spunky mid-range, good high-end power and a pleasing driving attitude. Its Jekyl and Hyde personality is rather fun, too. It provides a buttoned-down, refined demeanor if you are just cruising about, but if you want to spice it up, the engine is very willing to generate some sweet noise and spirited performance. And let's not forget, the 2.3L manages to provide good acceleration while providing excellent mileage ratings of 26/32. The Accord is categorized as a Midsize and these mileage figures are more fitting of a Compact. Peppy, responsive, refined operation, quiet, smooth, very low emissions, great fuel economy, excellent long-term reliability...yup, Honda builds great engines.
So while my Accord would get whooped by a BMW 330i or Audi S4, it does such a commendable job within its market segment and price range. Great engine, great transmission. I love refinement.
IT MIGHT HAVE TWO DOORS, BUT IT IS STILL AN ACCORD
Ah, but I do have something on those real German sport sedans. I love Bimmers. I've driven several models, through the twisties and down the straightaways, and they really are ultimate driving machines. But check practicality at the door, especially the "affordable" 3-series. I think the 3-series trunk is smaller than the Civic's, you've got to fork over a few hundred bucks just to fold down the rear seat and cupholders are banished. The Accord coupe, OTOH, is (gasp) almost minivan-like in functionality. Deep storage pockets adorn the door panels and the center armrest features a double-decker compartment design. It can hold 12 CD jewel cases (treated to felt-lined comfort), 3 cassettes, a stack of coins and probably a ham sandwich, apple, juice box and a pile of parking tickets. There's a rubber-lined cubby hole between the radio and the shifter that can easily hold a pair of gloves and lo, and behold, a pivoting sunglasses holder up by the map lights. A soft-touch panel on the center console reveals two deep cupholders. Oddly, the panel flips up toward the driver instead of the passenger, making access to small cups somewhat inconvenient. But bigger cups are fine. Rear seat passengers are treated to outboard cupholders and small storage pockets. Otherwise, it is very Spartan back there and the Accord doesn't have a fold-down center armrest. Since this is a coupe, I'm not bothered by the rear seat simplicity.
When I open the driver door of my Accord, I'm greeted to a refined, well-appointed interior of smooth leathers, large, comfortable seats, soft-touch plastics, well-placed controls and a surprisingly roomy cabin for a coupe. Ah! So inviting after a long day at the office. It's not a luxury car, but frankly, if you sold this car in 1995, you COULD call it a luxury car. Shut the door, and the dome light slowly fades in theater fashion. The ignition and power window controls remain lit until you start the engine. Almost everything about the Accord seems honed and refined. Even the twisting action for the ignition feels buttery smooth and positive. It's these little details that make discerning buyers like myself attracted to imports. American cars just seem rough by comparison and built to meet a low price point.
Get comfortable in that driver's seat...it's a nice one. The side bolsters hug your sides nicely, without making you feel confined. The new hollowed-out head restraints add a nice sporty flair. The seat length is sufficiently long - I can't tell you how important this is - and offers plenty of thigh support. The cushioning seems more than adequate and you don't feel fatigued on long trips. For an aging population, the driver seat has a fairly pronounced lumbar support. I keep it on the lowest setting and find it has more than enough support. The seat also has a power height adjustment and I lower it as far as it will go. Since this is a coupe and not a minivan, I would prefer a more sporting/racy position, but I guess more people crave visibility. Another small gripe I have is that you have to reach way over your shoulder to grab the seat belt as there is no seat-mounted holder. Expect this to be corrected in the redesigned 2003 Accord.
The leather-wrapped wheel feels meaty and smooth; it's a shame that the power steering assist is overboosted and gives the steering action a light and somewhat disconnected feel. The shifter and clutch are typical Honda: top drawer. Some people have complained that the shifter action is a little too notchy, but the Accord's shifter is a bit easier to use than many cars I test-drove. I give the Accord shifter a solid B. The clutch is appropriately weighted and very smooth. I've found that all you really need to do is slowly let out the clutch while providing some throttle. You don't necessarily have to feel the clutch grab; just keep your foot actions smooth and the drivetrain operates like butter. The Accord's manual transmission is a very non-intimidating system. I'd venture that it would be an excellent platform to learn from and makes the automatic transmission option seem frivolous and utterly boring by comparison.
While I wouldn't call my Accord a "sport coupe", the manual transmission really suits this car well. Since it's mated to a very nice engine and a tuned double-wishbone suspension, the 5-speed gives this personal coupe a decidedly sporty demeanor. The Integra is decidedly more of a sport coupe, but you sacrifice space, comfort and amenities for the same price. Buyers choice.
LOAD IT UP!
One of the Accord's strongest suits is its strong level of standard equipment. I opted for the EXL, so my Accord has a surprising array of amenities for the price: One-touch, express power windows, illuminated power locks, folding power mirrors, power moonroof, 6-speaker, 6 disc in-dash CD autochanger with cassette, steering wheel audio controls, security system with engine immobilizer, dual-stage, intelligent front airbags, seat-mounted side airbags, leather seats, leather-wrapped steering wheel, leather-wrapped shifter knob, leather door panel inserts, keyless entry with remote trunk release, power driver's seat, 60/40 split folding rear seat, 4-wheel ABS disc brakes, 15" alloy wheels, 4-wheel double wishbone suspension with stablizer bars, full body ground effects, standard floor mats and cargo net. I think you get the point. The only dealer options I selected were the decklid spoiler and splash guards.
The stereo system in my Accord is the first stock system that I have no inclination to replace. It's surprisingly good for Honda and I believe the head unit is manufactured by Alpine. Four main drivers are installed in the door panels and rear deck and two tweeters are mounted on top of the dash near the corners of the windshield. From the driver's seat, you can adjust the balance settings to get an nice stereo image. It's not concert hall quality like some luxury car makers advertise, but you can place the sound pretty darn well. There is plenty of bass and treble and vocals are clear and not muddled. Usually you have to crank up the equalizer on a stock stereo to compensate for the usual lousy stock speakers, but I only have to set treble to +3 and bass to +1. What's better is that this system can play very loud. I don't recall how much power the head unit has, but this is the loudest stereo I've ever had. Real car audio freaks will tear out the system anyway, simply to add subwoofers and what not, but I think 90% of owners will lodge little complaint against the stereo.
Did I mention the stereo has 6-disc in-dash capacity? It's great and this seems to be the latest "gee whiz" feature in new cars today. I hate standard CD changers because they require inconvenient trips to the glove box or trunk to change discs. When you get an in-dash unit, convenience is king. It can take some timing load and unloading the unit with discs, but this is going to happen when you have one slot-loading mechanism, not a big tray like a home CD changer has. The CD autochanger does make a lot of noise switching and loading discs, but I've never had a problem with the mechanism. I am very happy Honda has made this feature standard on EX models.
The rest of the stereo earns high marks as well. Layout is great and buttons are big and well marked. In typical Honda fashion, everything operates with precision and ease. The unit is also placed conveniently in the dash, away from the shifter and cupholders and just below the heating/air conditioning controls.
The steering-wheel audio controls are another neato feature. Unfortunately, they aren't the most useful since they comprise of only 3 buttons...some pricey German cars have 6-8 buttons for audio. I think Honda choose 3 buttons for packaging reasons and to aesthetically match the cruise control unit. Two of the buttons control the volume and the third button advances the CD track or radio preset. I would prefer a forward/backward control and possibly a mute button. It's still a neat feature and something you brag to your friends.
I don't know where Honda's engineers live, but it must be in a moderate climate. I've never owned a Honda that had superior heating and air conditioning ability. The heat never gets truly hot, nor does the A/C get truly cold. Heating and cooling are "just enough". I can live with it since I live in moderate Pennsylvania, but sweaty Florida and arctic Minnesota owners might complain. On the plus side, operating the heating and cooling controls is nice with smooth dials and LED indicators for vent configuration and system status.
The view from the driver's seat is very accommodating. In typical Honda fashion, visibility is superb in nearly all frontal directions. The high head restraints get in the way of rearward visibility, but the wide reaching side mirrors somewhat make up for it. The dashboard is truly fitting for this refined automobile: crisp, clear and large instrumentation, tasteful nighttime dash illumination, cool LCD odometer and well-placed vent controls. The moonroof control is mounted on dash, which is not intuitive to some drivers, but Honda has been putting the control there for years. The same thing goes for headlamps: they are activated by twisting the left control stalk. I prefer a dash mounted dial.
The Accord also has a fairly large trunk. It's not gargantuan like a Chrysler product would have, but for a sporty two door, it's practical. To accommodate the bumper design, the trunk requires a fairly high liftover to get luggage into the trunk. Since I'm not old and arthritic, I can deal with this but I've read complaints from people who want an lower opening. New for 2001 is a standard cargo net for the trunk. Cargo nets used to be dealer-installed option, but now that I have one standard, I don't know how I lived without one. Got anything that wants to roll around? Groceries, 6-packs of beer, whatever; Slip into the net and it won't roll around the trunk. To expand the usefulness of the trunk, the rear seats fold down. However, the opening between the trunk and the passenger cabin seems unnecessarily small and is shaped like a trapezoid, with the shorter side on the bottom. This limits the size of the objects you can haul in the trunk. I'm not so sure I could stick a mountain bike in the trunk, given the narrow opening. I had little problem doing the same with the smaller trunk of my 1997 Civic. I use a Yakima roof rack, but I would like the available utility.
OTHER COMMENTS
The Accord Coupe is handicapped by Honda's choice of tire. My Accord is fitted with Bridgestone Turanzas. While they have been good in snow, ride smoothly, aren't terribly loud and have a long treadlife, they are not performance tires. Turn the car hard and you are greeted with gobs of understeer. The Bridgestones tend to slide a lot under aggressive driving conditions. They are basically a touring tire fit for cruising and not much that's aggressive. Fortunately, the Accord Coupe has a taut, sport-tuned ride and fairly well-controlled body roll during hard cornering, so I have a hunch that true performance tires will transform the car into a nice, though larger-sized, throwabout. I'm looking at the Pirelli P6000s which are available at Tirerack for $63 each.
I've walked my fingers down virtually every inch of the car. Needless to say, the Accord Coupe is impeccably built. I've been unable to find a single manufacturing flaw or potential weak spot. Body panels align in nearly perfect fashion and the paint looks darn good. Every control has worked flawlessly and with refinement. I have heard a few rattles from the moonroof and some squeaking from the leather seats (particularly between the 60/40 split). I'd like perfection, but I don't think I can get it at this price and who am I to complain after owning a Ford product?
Pick a body color that gives you the Charcoal interior. I personally think a Silver body with Charcoal interior is the best looking combination for the Accord Coupe. Yes, Black is very, very nice, but it's just too hard to keep clean. Red is another appealing choice, but you are limited to the Tan interior...this makes it look too much like a Toyota. I really like how the Charcoal interior provides cues of sportiness and luxury. It really does make the car look expensive. On the down side, dark interiors are hot in the summertime and show dust very easily. I dust my interior weekly.
Want to drive your Accord forever? Take it to the dealer for service. Don't have a quickie lube place change your oil. Honda uses special oil filters and drain plug washers that these quickie places don't stock. Honda also uses special antifreeze, brake and power steering fluid. If you want to maintain the quality, stick with Honda parts. I recommend that you follow the maintenance schedule in the owners manual to the letter. Even at a low 15000 miles, Honda recommends special adjustments and checks that most people scoff at. Although these maintenance services might not seem necessary and they aren't cheap, Honda is known to honor warranty claims to cars, that have been maintained per their recommendations, past the standard 3/36 warranty. Honda calls this "good will" warranty coverage, and while it is completely voluntary on Honda's part, Honda will generally not stick prudent and meticulous owners with repair bills if their cars fail shortly after the standard warranty expires.
I SHOULD SHUT UP NOW
Would I buy the car again? You bet. Do I recommended the Accord Coupe? Absolutely. What other cars should you consider? Camry Solara, Chrysler Sebring, upcoming Acura RS-X, VW GTI, Impreza WRX. How much should you pay? A few hundred over invoice. The current market is soft: you go up from invoice, not down from sticker, even on Hondas.
Amount Paid (US$): 21078
Condition: New
Model Year: 2001
Model and Options: EX-L, 5-speed
