2016 Honda Accord Coupe facelift – Official

Highlights

In terms of engines options, the 2016 Honda Accord Coupe can be ordered with an inline-four cylinder 2.4-liter making 185 bhp at 6,400 rpm and an impressive 181 lb-ft of torque at 3,900 rpm connected to a CVT or a six-speed manual transmission. The bigger V6 delivers 278 bhp at 6,200 rpm and 252 lb-ft at 4,900 rpm through either a six-speed manual transmission or an optional six-speed automatic gearbox. When selected with an automatic transmission, the V6 engine comes with variable cylinder management system which means that it can run on only three cylinders when the additional power is not needed as a way to reduce fuel consumption and get better gas mileage .

Press Release

The 2016 Accord Sedan and Coupe are offered with two advanced engines – a direct-injected (DI) 2.4-liter inline 4-cylinder engine, and a 3.5-liter V-6 that is the most powerful engine offered in a Honda sedan to date. Available transmissions include a sporty and fuel-efficient continuously variable transmission (CVT) for the 4-cylinder engines, unique 6-speed manuals for the 4-cylinder and V-6 engines, and a 6-speed automatic for V-6 models.

The direct-injected 2.4-liter i-VTEC inline 4-cylinder powerplant is the base Accord engine, providing 185 horsepower and 181 lb-ft. of torque, while operating on regular unleaded fuel and meeting LEV3-SULEV30 (California) and Tier3-Bin30 emissions standards. With its high-flow exhaust system, the Accord Sport Sedan 4-cylinder engine generates 189 horsepower and 182 lb-ft. of torque. For 2016, improved aerodynamics, a new low-friction wheel bearing and the reduced weight of the sedan’s new all-aluminum hood results in a targeted 1-mpg improvement in the EPA highway fuel economy rating, from 36 mpg in MY2015 to an anticipated 37 mpg in MY2016, for 4-cylinder Sedans equipped with CVT1.

The available 3.5-liter V-6 engine delivers 278 horsepower at 6200 rpm and 252 lb-ft. of torque at 4900 rpm. On V-6 models with 6-speed automatic transmission, the engine also features Variable Cylinder Management (VCM) variable displacement technology. Depending on driving conditions, the engine operates on three or six cylinders to help boost fuel efficiency or power as needed. The V-6 is designed to run on regular unleaded fuel and also meets LEV3-SULEV30 (California) and Tier3-Bin125 emissions standards.

The V-6 engine can be paired with a smooth-shifting 6-speed manual transmission, or a 6-speed automatic transmission with Grade Logic Control. The V-6 is designed to run on regular unleaded fuel, and has an anticipated EPA fuel economy rating of 21/34/261 mpg city/hwy/combined (Sedan).

Key Powertrain Features

2.4-liter inline-4

• 2.4-liter, DOHC, i-VTEC® direct-injected (DI) inline-four
• 185 horsepower @ 6400 rpm (SAE net)
• 181 lb-ft. torque @ 3900 rpm (SAE net)
• i-VTEC® (Variable Valve Timing and Lift Electronic Control) + VTC
• Anticipated EPA fuel economy rating of 27/37/31 mpg (Sedan CVT) city/hwy/combined1
• Anticipated EPA fuel economy rating of 26/35/30 mpg (Coupe CVT) city/hwy/combined1
• Anticipated EPA fuel economy rating of 24/34/27 mpg (MT) city/hwy/combined1
• Regular unleaded fuel
• Direct injection system
• Direct ignition system
• Drive-by-Wire Throttle System™
• CVT or 6-speed manual transmission
• Close-coupled catalytic converter plus under-floor catalytic converter
• LEV3-SULEV30 (California) / Tier3-Bin30 emissions compliant

2.4-liter inline-4 (Sedan Sport)

• 2.4-liter, DOHC, i-VTEC® direct-injected (DI) inline-four
• 189 horsepower at 6400 rpm (SAE net)
• 182 lb-ft. torque at 3900 rpm (SAE net)
• i-VTEC® (Variable Valve Timing and Lift Electronic Control) + VTC
• Anticipated EPA fuel economy rating of 23/34/27 mpg (MT) city/hwy/combined1
• Anticipated EPA fuel economy rating of 26/35/30 mpg (CVT) city/hwy/combined1
• Regular unleaded fuel
• Direct injection system
• Direct ignition system
• Drive-by-Wire Throttle System™
• CVT or 6-speed manual transmission
• Steering-wheel mounted paddle shifters (CVT)
• Close-coupled catalytic converter plus under-floor catalytic converter
• High-flow exhaust system
• LEV3-SULEV30 (California) / Tier3-Bin30 emissions compliant

3.5-liter V-6

• 3.5-liter, SOHC, i-VTEC® V-6
• 278 horsepower at 6200 rpm (SAE net)
• 252 lb-ft. torque at 4900 rpm (SAE net)
• i-VTEC® provides Variable Cylinder Management (VCM) for fuel efficiency (not available with 6MT)
• Close-coupled catalytic converters plus under-floor catalytic converter
• Anticipated EPA fuel economy rating of 21/34/26 (Sedan 6AT), 21/32/25 (Coupe 6AT) mpg city/hwy/combined1
• Regular unleaded fuel
• Direct ignition system
• Drive-by-Wire Throttle System™
• 6-speed manual transmission (Standard on EX-L V-6 Coupe)
• 6-speed automatic transmission with steering-wheel mounted paddle shifters (EX-L V-6 Coupe)
• LEV3-SULEV30 (California) / Tier3-Bin125 missions compliant

Engine Architecture and Features

Direct-injected 2.4-liter inline 4-cylinder
The direct-injected 2.4-liter DOHC i-VTEC 4-cylinder engine that powers the Accord LX, EX and EX-L Sedan, and the LX-S, EX and EX-L Coupe produces 185 horsepower and 181 lb-ft. of torque. This Honda Earth Dreams® Technology engine features a set of next-generation technological advancements, which greatly enhance both driving performance and fuel efficiency.

The engine’s direct injection (DI) system and other technologies combine to create a robust torque output, with significant power available over a wide operating range. This clean-running engine meets LEV3-SULEV30 (California) emissions standards in select states, and Federal Tier3-Bin30 standards in most states.

Engine Block, Crankshaft and Pistons
The Accord’s 2.4-liter engine features a lightweight die-cast aluminum block with a single main-bearing cradle design that creates a rigid assembly to help minimize noise and vibration. Cast-in iron cylinder liners provide long-lasting durability. Each journal on the forged-steel crankshaft is micropolished to reduce internal friction. To improve smoothness throughout the rpm range and help lower noise levels, the Accord is fitted with an internal balancer unit. Consisting of a pair of chain-driven counter-rotating shafts located in the oil pan, the balancing system helps quell the inherent second-order harmonic vibrations that normally impact inline 4-cylinder engines.

To reduce piston-sliding friction, the cylinder bores are offset by 8.0-mm from the crankshaft. This gives the connecting rods a more favorable angle during each power stroke, which reduces side loading on the pistons and in turn, improves efficiency. The direct-injected engine features a forged crankshaft for high rigidity and low friction. With increased diameter of the counterweights, the crankshaft offers optimized flywheel effect, while minimizing the total weight.

Lightweight pistons have a carefully optimized skirt design to minimize reciprocating mass, and reduced weight minimizes vibration and increases operating efficiency. The piston crowns are dished, to help maintain stable combustion and to optimize distribution of the stratified fuel charge from the direct injector in each cylinder. This close control over the combustion process boosts overall operating efficiency.

For packaging efficiency the direct-injected engine is positioned with a 10-degree rearward slant to accommodate the forward exhaust layout.

Friction-Reducing Technologies
The Accord’s 4-cylinder engine makes use of advanced friction-reducing technologies designed to improve engine efficiency. The outer skirts of lightweight aluminum pistons feature a low-friction coating applied in a new-for-2016 dot-pattern application. The result is reduced overall friction as the pistons move within the cylinder bores. Plateau honing further lowers the friction level between the pistons and the cylinders by creating an ultra-smooth surface. Plateau honing is a 2-stage machining process that uses two grinding processes instead of the more conventional single honing process. This also enhances the long-term wear characteristics of the engine. Low viscosity oil (0W-20) also reduces friction.

Cylinder Head and Valvetrain
The direct-injected Accord 4-cylinder engine has a lightweight cylinder head that is made of pressure-cast aluminum alloy. The exhaust ports are located on the front side of the engine which provides greater freedom in the layout of the close-coupled catalytic converter that mounts directly to the cylinder head. With exhaust passages cast directly into the cylinder head, the need for a traditional separate exhaust manifold is eliminated.

A silent-chain drives dual overhead cams and four valves per cylinder, and features a double-arm tensioner design that reduces operating friction. The cam drive is maintenance free throughout the life of the engine. The surface finish of the camshaft journals helps to further reduce traction.

To help boost fuel efficiency and power, the combustion chamber shape and valve angles are optimized. The valve angle of the direct-injected engine is 35-degrees, with the narrower valve angle decreasing the surface-to-volume ratio and which helps create a flatter, more compact combustion chamber, reducing unburned hydrocarbon emissions. The efficiency of the combustion chamber shape and the precise control of direct injection allow the engine to operate on regular unleaded fuel even with a compression ratio of 11.1:1. The cylinder head also features a high-tumble intake-port design that helps create a homogenous fuel mixture for low fuel consumption and high airflow for high power output.

i-VTEC Valve Control System
The Accord’s direct-injected 2.4-liter DOHC 16-valve i-VTEC engine uses an advanced valve-control system to combine high power output with high fuel efficiency and low emissions. The Accord system combines VTC (Variable Timing Control), which continuously adjusts the intake camshaft phase, with Variable Valve Timing and Lift Electronic Control (VTEC), which changes valve lift, timing and duration of the intake valves.

At low rpm, the VTEC intake valve timing and lift are optimized for rapid swirl-pattern cylinder filling. As engine rpm builds past 4800 rpm, the VTEC system transitions to a high-lift, long-duration intake cam profile for superior high-rpm engine power.

The “intelligent” portion of the system is its ability to continuously vary the timing of the intake cam relative to that of the exhaust camshaft. This helps boost power and also provides a smoother idle (allowing idle speed to be reduced). The intake cam timing is varied based on input from sensors that monitor rpm, timing, throttle opening, cam position and exhaust air-fuel ratio. The result is increased fuel efficiency and lower NOx emissions.

Direct Injection System
Engines using multi-port fuel injection mix fuel and air before they enter the combustion chamber. With direct injection, fuel is injected directly into the combustion chamber. This allows for better combustion and overall efficiency.

The Accord’s 2.4-liter 4-cylinder engine incorporates direct-injection (DI). The system features a compact high-pressure direct-injection pump that allows both high fuel flow and pulsation suppression, and variable pressure control optimizes injector operation. A multi-hole injector delivers fuel directly into each cylinder (not to the intake port, as in conventional port fuel injection designs).

The multi-hole injectors can create the ideal fuel/air mixture in the cylinders and also create a weak stratified combustion effect that maximizes fuel efficiency at lower power settings. The stratified charge puts a mixture that’s richer near the spark plug for easy ignition, while other areas on the combustion chamber have a leaner fuel/air ratio.

Based on the operating conditions, the direct injection system alters its function for best performance. Upon cold engine startup, fuel is injected into the cylinders on the compression stroke. This creates a weak stratified charge effect that improves engine start-up and reduces exhaust emissions before normal operating temperature is reached.

Once the engine is fully warm for maximum power and fuel efficiency, fuel is injected during the intake stroke. This helps create a more homogeneous fuel/air mix in the cylinder that is aided by the high-tumble intake port design. This improves volumetric efficiency, and the cooling effect of the incoming fuel improves anti-knock performance.

High-Efficiency Catalytic Converters
Key contributors to the Accord 4-cylinder engine’s excellent emissions performance are its high-efficiency catalytic converters. One converter mounts directly to the front of the cylinder head, close-coupled for fast activation after the engine is started. A second converter is positioned slightly downstream, beneath the passenger compartment floor. Both converters use a thin-wall design that increases internal reaction area and improves efficiency. A high-efficiency exhaust system and high-density catalytic converters help the Accord engine meet stringent LEV3-SULEV30 emissions certifications in California and Federal Tier3-Bin30 certifications.

Direct-injected 2.4-liter inline 4-cylinder (Accord Sedan Sport)
The direct-injected 2.4-liter inline 4-cylinder that powers the Accord Sport is essentially identical to the engine in the LX, EX, EX-L Sedan and LX-S, EX, EX-L Coupe. The Sport Sedan’s 189-horsepower inline 4-cylinder meets Tier3-Bin30 as well as the LEV3-SULEV30 emissions standards in effect in select states.

The key feature that allows this engine to make an additional four horsepower compared to the 185-horsepower 4-cylinder engine is a special exhaust system with larger diameter tubing and dual outlets that nets a 52-percent increase in flow relative to the 185-horsepower 4-cylinder system.

3.5-liter SOHC i-VTEC V-6
The 3.5-liter V-6 engine is available in the Accord EX-L V-6 and Touring Sedan, and EX-L V-6 Coupe. The aluminum-alloy 24-valve engine produces 278 horsepower at 6200 rpm and generates 252 lb-ft. of torque at 4900 rpm, with robust torque output in the lower ranges below 4900 rpm where the engine typically operates. Design features that assist in the efficiency of the engine include optimized intake and exhaust ports, valve timing and Variable Valve Timing and Lift Electronic Control (VTEC) operation, and when equipped with automatic transmission, Variable Cylinder Management (VCM) with a wide range of operation.

The Accord V-6 has an anticipated EPA fuel economy rating of 21/34/261 mpg city/hwy/combined (Sedan 6AT). This fuel efficiency is possible in part due to internal friction reduction features including an oil-ring ion-plating treatment, plateau honing and optimized auxiliary-belt tension. The tumble-type intake port design improves combustion efficiency, and the torque-converter function in the available 6-speed automatic transmission aids efficient power transfer. The lighter-weight cylinder head bridge structure with separate rocker arm holders and lightweight resin cam covers further assist in overall efficiency.

Engine Block and Crankshaft
With its 60-degree V-angle, the Accord’s V-6 engine is inherently smooth and has compact overall dimensions that allow efficient packaging within the vehicle. The V-6 has a die-cast lightweight aluminum alloy block with cast-in-place iron cylinder liners. Made with a centrifugal spin-casting process, the thin-wall liners are high in strength and low in porosity. The block incorporates a deep-skirt design with four bolts per bearing cap for rigid crankshaft support and minimized noise and vibration.

A new cooling control spacer positioned in the water jacket surrounding the cylinders helps to keep operating temperature and tolerances more consistent. Plateau honing further lowers the friction level between the pistons and the cylinders by creating an ultra-smooth surface. This 2-stage machining process uses two grinding processes instead of the more conventional single honing process. Plateau honing also enhances the long-term wear characteristics of the engine.

Cylinder Heads and Valvetrain
Like other Honda V-6 powerplants, the 2016 Accord V-6 engine’s 4-valve cylinder heads are a single-overhead-camshaft design, with the cams driven by the crankshaft via an automatically tensioned toothed belt. Made of low-pressure cast, low-porosity aluminum, each cylinder head incorporates a new “tumble port” design that improves combustion efficiency. An integrated exhaust manifold cast into each cylinder head reduces parts count, improves flow and optimizes the location of the close-coupled catalyst.

i-VTEC with 2-Stage Variable Cylinder Management™ (VCM™)
The Accord’s V-6 engine combines Variable Cylinder Management (VCM) (when equipped with automatic transmission) with Variable Valve Timing and Lift Electronic Control (VTEC), which changes valve lift, timing and duration of the intake valves. The switching mechanism allows each cylinder to operate with low-rpm valve lift and duration or high rpm lift and duration. When equipped with automatic transmission, the rear cylinder bank can also leave all intake and exhaust valves closed to maximize fuel efficiency during cylinder deactivation.

The “intelligent” portion of the system is its ability to vary valve operation based on the driving situation and engine rpm. At low rpm, the VTEC intake valve timing and lift are optimized for increased torque, which now allows a wider range of 3-cylinder operation (when equipped with automatic transmission). As engine rpm builds past 5150 rpm (6AT; 6MT: 4900 rpm) the VTEC system transitions to a high-lift, long-duration intake cam profile for superior high-rpm engine power. In cylinder cut-off mode (6AT models), the rear bank of intake and exhaust valves remain closed, to eliminate pumping losses.

To help with the fuel efficiency of the V-6 engine, the new generation of Honda’s Variable Cylinder Management (VCM) is used in models with an automatic transmission. The VTEC system and active engine mounts allow the VCM system to operate with three cylinders in a wide range of situations to maximize fuel efficiency, which helped lead to an anticipated EPA fuel economy rating of 21/34/26 mpg city/hwy/combined (Sedan 6AT) and lower emissions. When greater power is needed, the system switches seamlessly to 6-cylinder operation.

During startup, aggressive acceleration or when climbing hills – any time high power output is required – the engine operates on all six cylinders. During moderate-speed cruising and at low or moderate engine loads, the system operates just the front bank of three cylinders.

The VCM system can tailor the working displacement of the engine to match the driving requirements from moment to moment. Since the system automatically closes both the intake and exhaust valves of the cylinders that are not used, pumping losses associated with intake and exhaust are eliminated and fuel efficiency gets a further boost. The system combines maximum performance and maximum fuel efficiency – two characteristics that don’t typically coexist in conventional engines.

VCM deactivates specific cylinders by using the VTEC (Variable Valve-Timing and Lift Electronic Control) system to close the intake and exhaust valves while simultaneously the Powertrain Control Module cuts fuel to those cylinders. The spark plugs continue to fire in inactive cylinders to minimize plug temperature loss and prevent fouling induced from incomplete combustion during cylinder re-activation.

The system is electronically controlled, and uses special integrated spool valves in the cylinder heads. Based on commands from the system’s electronic control unit, the spool valves selectively direct oil pressure to the rocker arms for specific cylinders. This oil pressure in turn drives synchronizing pistons that connect and disconnect the rocker arms.

The VCM system monitors throttle position, vehicle speed, engine speed, automatic-transmission gear selection and other factors to determine the correct cylinder activation scheme for the operating conditions. In addition, the system determines whether engine oil pressure is suitable for VCM switching and whether catalytic-converter temperature will remain in the proper range. To smooth the torque-induced jolt of activating or deactivating cylinders, the system adjusts ignition timing, drive-by-wire throttle position and turns the torque converter lock-up on and off. As a result, the transition between 3- and 6-cylinder operation is unnoticeable to the driver.

Active Control Engine Mounts and Active Noise Control
The new-generation 28-volt Active Control Engine Mount system (ACM) is used to minimize the effects of engine vibration as the VCM system switches cylinders on and off. The powerful 28-volt ACM is a key factor in the VCM’s broader range of operation in the new Accord. Sensors alert the Electronic Control Unit (ECU) to direct ACM actuators positioned at the front and rear of the engine to move to cancel engine vibration. Inside the interior of the Accord, an Active Noise Control system (ANC) works in cooperation with the ACM system to further reduce any sound relating to the function of the VCM system.

Programmed Fuel Injection (PGM-FI)
The V-6 engine’s Programmed Fuel Injection (PGM-FI) continually adjusts fuel delivery to yield the best combination of power, low fuel consumption and low emissions. Multiple sensors constantly monitor critical operating parameters, such as throttle position, intake air temperature, coolant temperature, ambient air pressure, intake airflow volume, intake manifold pressure, exhaust air-fuel ratio and the position of the crankshaft and cams.

Continuously Variable Transmission (CVT)
The Accord 4-cylinder’s available Continuously Variable Transmission (CVT) offers smooth and predictable gear ratio transitions and excellent acceleration matched with efficient low-rpm cruising. Available in all 4-cylinder Accord LX, Sport, EX and EX-L models, the CVT has a wide ratio spread that allows for strong acceleration performance coupled with reduced engine rpm at high road speeds and higher fuel efficiency.

The CVT is comprised of a torque converter that drives two variable-width pulleys connected by a steel belt. With its angled inner faces, the belt can circle the angled pulley faces at varying diameter depending on the pulley width, which alters the effective ratio between the pulleys. Since there are no steps in the pulley faces, the range of possible gear ratios is essentially infinite. This ultra-fine control of the gear ratio is the key to the CVT’s greater efficiency over a conventional automatic transmission with a limited number of discrete gear ratios. Instead of approximating the correct ratio for the conditions like a conventional automatic does, the Accord CVT can precisely select the optimum ratio from moment to moment without steps or slippage.

Computer control of the transmission allows the ratio between the pulleys to be altered almost instantly to best suit the driving conditions and accelerator pedal setting. A planetary gear set allows the transmission to shift between forward and reverse operation, and a variable-flow oil pump optimizes flow to the transmission’s moving parts while minimizing the load on the engine. Compared to a conventional automatic transmission, the CVT has more compact dimensions, fewer parts and a higher torque capacity.

CVT Automatic Modes
The transmission can be operated in two different fully automatic modes with the console-mounted straight-gate shifter. The D position is ideal for most driving situations, and combines fuel efficiency with smooth operation and responsive power when needed. The S position is for more performance-oriented driving, and features more aggressive transmission mapping to keep engine rpm higher for greater acceleration and response.

G-Design Shift Feature
The Accord CVT is designed to provide the optimum gear ratio for the driving conditions, and to offer a more natural driving feel than some previous CVT transmissions that may have something of a disconnected “rubber-band” feel compared to a conventional automatic transmission.

The Accord CVT has special G-design shift logic that is designed to offer more immediate acceleration response than either conventional automatics or other CVT designs. When abruptly applying power from a steady-state cruising speed, the Accord CVT immediately sends power to the drive wheels while simultaneously adjusting the gear ratio (seamlessly and progressively downshifting) to smoothly bring the engine to its horsepower peak in a linear way.

By comparison, a conventional automatic is slower to respond and loses time making multiple downshifts. Since the automatic transmission has a limited number of separate, discrete ratios, even when fully downshifted, it can only approximate the optimum engine rpm as speed increases. This reduces acceleration performance.

Compared to other CVT systems, the Accord CVT offers stronger acceleration response with a linear build in engine rpm that avoids much of the “disconnected” or “slipping” feeling some drivers notice with other CVTs. G-design shifting logic gives the Accord a more linear and sporty driving feel.

S-Position Control
To allow the driver to alter the operation of the CVT, the console-mounted gear selector includes an “S” position that provides a sport-shift schedule that delays upshifting for more available power, and provides greater engine braking.

Steering-Wheel Mounted Paddle Shifters
Whether in D or S position, special transmission logic programming allows the use of the steering-wheel-mounted paddle shifters, which are standard on the Sport (CVT) trim of the Accord Sedan and all CVT equipped Accord Coupes. When the driver operates the steering wheel-mounted paddle shifters while in Drive, the transmission responds to the driver’s shift command by selecting one of the available seven fixed ratios, and then returns to its normal fully automatic Drive mode if further paddle shift inputs are not made within a short time. This special logic makes it easy for the driver to command a quick downshift without leaving the convenience of Drive mode.

When in S position, use of the paddle shifters puts the transmission into full manual mode that remains until another mode of operation is selected with the console-mounted shifter. The paddle shifters allow the driver to select among seven fixed gear ratios. When in manual mode, if the engine’s redline is reached, the Accord will automatically shift to the next gear ratio to avoid engine damage. It will also shift down to an appropriate lower gear ratio if necessary to avoid “lugging” the engine.

Six-Speed Automatic Transmission with Grade Logic Control
To maximize driver control, acceleration and fuel efficiency, the Accord V-6 is available with a 6-speed automatic transmission featuring racing-inspired steering wheel-mounted paddle shifters and two automatic shift modes. The 6-speed automatic transmission’s layout was designed with Honda engineering prowess to optimize power flow and minimize size, parts count and overall weight. These efficiencies plus the wide torque converter lockup range contribute to the impressive EPA fuel economy ratings.

The 6-speed transmission can be controlled by a straight-gate console-mounted shifter or a steering wheel paddle shifter system (the latter standard on all Coupe models) that works whenever the transmission is in either of its two automatic modes.

The 6-speed automatic transmission also includes engineering enhancements aimed at improved performance and efficiency. Expanded multi-disc lock-up control improves the efficiency of power delivery and works with the new gear ratios to provide an improvement in fuel efficiency, as compared to a conventional design. In addition to Grade Logic Control, all of the transmission logic systems work together to automatically alter shift timing based on driving conditions.

Multi-Clutch Lock-Up Torque Converter
The 6-speed automatic transmission teams with a torque converter that has a unique converter lock-up assembly. The lock-up assembly uses multiple lock-up disks that generate nearly double the facing area of a typical torque converter. The lock-up assembly not only reduces heat build-up during operation, but also features improved overall lubrication that generates better cooling. The torque converter allows for lock-up activation during a much wider range of driving conditions for improved fuel efficiency.

Automatic Modes
The 6-speed transmission can be operated in two different fully automatic modes with the console-mounted straight-gate shifter. The D (or “Drive”) mode is ideal for most driving situations, and combines fuel efficiency with smooth operation and responsive power when needed. The S (or “Sport”) mode is for more performance-oriented driving, and features more aggressive shift mapping to keep engine rpm higher for greater acceleration and response.

In Sport mode the transmission typically operates in the four lowest gears, and it won’t shift to fifth gear unless the vehicle reaches a much higher speed. In Sport mode, the efficiency-oriented sixth gear is locked out. When in the D mode (that is optimized for normal driving), the transmission incorporates an advanced Grade Logic Control System and Shift Hold Control, which reduce unwanted shifting and gear hunting. The result is smart transmission operation that optimizes fuel efficiency and keeps the transmission in the appropriate gear for the specific driving conditions, thus generating excellent performance and smooth operation.

While traveling up or down hills, Grade Logic Control alters the transmission’s shift schedule to reduce shift frequency and improve speed control. A shift map in the transmission computer continually measures throttle position, vehicle speed and acceleration/deceleration, and then determines when the vehicle is on a hill. The shift schedule is then adjusted to hold the transmission in lower gears to boost climbing power or to provide engine braking when traveling downhill.

Shift Hold Control keeps the transmission in its current (lower) gear ratio when aggressive driving is detected, as in the case of decelerating at a corner entry. Shift Hold Control leaves the chassis undisturbed by excess shifting and ensures that power will be immediately available (without a downshift) at the corner exit.

Temporary Manual Operation
Whether in D or S mode, special transmission logic programming allows the use of the steering-wheel-mounted paddle shifters (standard on all Coupe models). When the driver operates the steering wheel-mounted paddle shifters while in D mode, the transmission responds to the driver’s shift command and then returns to its normal fully automatic D mode if further paddle shift inputs are not made within a short time. This special logic makes it easy for the driver to command a quick downshift without leaving the comfort of D mode. When in S mode, use of the paddle shifters puts the transmission into full manual mode that remains until another automatic mode of operation is selected with the console-mounted shifter.

Manual Mode
The transmission is shifted into S mode by moving the center console-mounted gear selector lever rearward to the detent labeled “S.” This mode offers automatic operation with more aggressive shift mapping. A pull on the racing-inspired, steering wheel-mounted paddle shifters (standard on all Coupe models) places the transmission in fully manual mode. A digital instrument display indicates which gear the transmission is in.

A double-kick-down feature lets the driver command a sport-minded double downshift – such as from fifth to third gear. By pulling on the left downshift paddle twice in rapid succession, the transmission will drop directly to the chosen lower gear ratio. The Drive-by-Wire™ throttle system also creates a “blip” of the throttle to help match gear speeds while downshifting.

To prevent harm to the powertrain when the transmission is paddle shifted by the driver (including during double-kick-down shifts), the system will inhibit potentially damaging shifts. As an added protective measure, the Powertrain Control Module (PCM) can also cut off engine fuel flow to prevent over-revving. If fuel cut-off is insufficient to prevent engine over-revving, as may be possible when the vehicle is on a steep downhill, the transmission will automatically upshift to prevent damage. On downshifts, the transmission will not execute a driver command that will over-rev the engine.

For improved stop-and-go performance and to prevent “lugging” the engine, the transmission will automatically downshift to first gear even though the transmission has been left in a higher gear, (except in second gear) as the vehicle comes to a stop. In Manual Mode, when coming to a stop in second gear, the vehicle will start in second gear as well.

Six-Speed Manual Transmission (4-cylinder)
On Accord Sedan models, a 6-speed manual transmission (6MT) is standard on Accord LX, Accord Sport and Accord EX. On Accord Coupe models, the 6-speed is standard on LX-S and EX. More compact than the 5-speed transmission it replaces, the unit also offers smooth and precise shift feel and greater efficiency. The transmission has been carefully engineered to deliver state-of-the-art performance and shift action, with reduced internal friction, tighter internal tolerances and improved synchronizers. The transmission also has a rigid aluminum exterior case, high-capacity ball bearings, stiff gear shafts, and high torque capacity. The design of the shift linkage and the selector mechanism reduce the sensation of play at the shift lever and smooth the shift action. A constant-mesh helical reverse gear mechanism significantly reduces noise when reverse is selected. A reverse lockout feature prevents the transmission from accidentally being shifted into reverse while the car is moving forward.

Six-Speed Manual Transmission (V-6)
The Accord EX-L V-6 Coupe is available with a 6-speed manual transmission (6MT). With closely spaced gear ratios and a short-throw shifter, the 6-speed manual is the perfect complement to the Accord V-6 Coupe’s sporting side. A lightweight aluminum transmission case and hollow gear shafts help reduce weight, while durability is ensured by high-strength gears. A reverse lockout feature prevents the transmission from accidentally being shifted into reverse while the car is moving forward.

The Accord’s manual transmission is matched with a compact clutch unit that is self-adjusting for consistent pedal stroke and load throughout its service life. A dual-mass flywheel cuts down the transfer of engine vibration into the cabin and provides increased comfort during shifting and helps to reduce noise.

Accord Common Engine Features

i-VTEC Valvetrain
The Accord 4-cylinder and V-6 engines are all i-VTEC powerplants, but it’s important to note that the details in each application differ. Honda’s 4-cylinder engines have double overhead camshafts (DOHC) and i-VTEC that is comprised of VTEC + Variable Timing Control (VTC) of the intake camshaft for optimized power production and fuel efficiency. Accord V-6 engines use a Single Overhead Camshaft (SOHC) design that features i-VTEC with Variable Cylinder Management (VCM) to maximize fuel efficiency.

Regular Unleaded Fuel Operation
To keep operating costs at a minimum, all Accord models are designed to use relatively less expensive regular unleaded fuel, thanks to compact 4-valve combustion chambers and precise fuel injection or direct injection and spark control.

Drive-By-Wire (DBW) Throttle System™
The Accord’s drive-by-wire throttle system uses smart electronics instead of a conventional cable system to connect the throttle pedal to the throttle butterfly in the intake tract. Besides allowing engineers to program the relationship between throttle pedal movement and engine response, the system offers a better drivability and optimizes engine response to suit driving conditions. The system monitors throttle pedal position, throttle butterfly position, road speed, engine speed and engine vacuum. This information is used to define the throttle control sensitivity.

Direct Ignition System
All Accord engines use direct ignition, which has a coil unit for each cylinder, positioned within each spark plug’s access bore.

Close-Coupled Catalyst(s)
Both inline-four and V-6 Accord engines have their exhaust manifold(s) cast directly into the aluminum alloy cylinder head(s) to reduce weight and parts count and to position each primary catalytic converter as close as possible to the combustion chambers. A high-efficiency converter mounts directly to the exhaust port of each cylinder head for extremely rapid converter activation after engine startup.

Maintenance Minder
The Accord vehicle maintenance schedule is calculated by the Maintenance Minder system, which automatically indicates when to have standard service performed based on actual driving conditions (tracked by the ECU). This minimizes the guesswork related to whether the vehicle is being used in standard or severe use conditions for maintenance interval purposes. The display indicates when to change the oil, air cleaner, transmission fluid, spark plugs or coolant, as well as when to rotate the tires. As calculated by the Maintenance Minder system, the Accord has an engine tune-up interval of 100,000+/- miles or more (only routine inspections and fluid changes are required up to this point).

Accord Powertrain Specifications

Feature	Accord L4	Accord V6
Engine Type	Engine Type	V6
Engine Block/Cylinder Head	Aluminum-Alloy	Aluminum-Alloy
Displacement (cc)	2356	3471
Horsepower (SAE net)	185 @ 6400 rpm	278 @ 6200 rpm
	Horsepower (SAE net)
Torque (SAE net)	181 lb-ft @ 3900	252 lb-ft @ 4900 rpm
	182 @ 3900 rpm (Sport)
Redline	6800 rpm	6800 rpm
Bore and Stroke	87 mm x 99.1 mm	89 mm x 93 mm
Compression Ratio	Compression Ratio	10.5:1 (AT) / 10.0:1 (MT)
Valve Train	16-Valve DOHC i-VTEC®	24-Valve SOHC i-VTEC®
Fuel Injection	Direct	Port
Required Fuel	Regular Unleaded	Regular Unleaded
Transmission	CVT	6MT
	6MT	6MT (Coupe only)

2016 Accord Anticipated EPA Fuel Economy Ratings

Accord 4-Cylinder	Trans	Anticipated EPA MPG1 (city/highway/combined)
		Sedan	Coupe
LX (Sedan); LX-S (Coupe)	6MT	23/34/27	23/34/27
	CVT	27/37/31	26/35/30
Sport (Sedan)	6MT	23/34/27	—
	CVT	26/35/30	—
EX	6MT	23/34/27	23/34/27
	CVT	23/34/27	26/35/30
EX-L	CVT	23/34/27	26/35/30
EX-L w/Navi	CVT	27/37/31	26/35/30
EX-L	6MT	—	18/28/22
	6AT	21/34/26	21/32/25
EX-L Navi	6MT	—	18/28/22
	6AT	21/34/26	21/32/25
Touring	6AT	21/34/26	21/32/25

1 Anticipated 2016 EPA mileage ratings. Use for comparison purposes only. Your mileage will vary depending on how you drive and maintain your vehicle, driving conditions and other factors.