Take Two: 2009 Honda Accord LX Review

Robert Farago
by Robert Farago
take two 2009 honda accord lx review

An accord is, by definition, a compromise. While enthusiasts bemoan the Honda Accord’s increased size and lowered fuel efficiency, in truth, the automaker’s done the right thing. They’ve relentlessly identified and ruthlessly removed every possible reason why a cost-conscious American car buyer wouldn’t sign-up for a four-cylinder Accord. In my responsibility to my readers, I can highlight a couple of places where they’ve missed the bloat, I mean boat. But it ain’t easy…

Style isn’t one of them. Unlike previous Accords or the current Civic, the newish Accord is solid without being stolid. The four-door achieves this gravitas via a blatant pastiche/rip-off of the Mercedes E-Class and BMW 3-Series sedans. From the Accord’s indented, downwards sloping side swage line, to its wide stance and beefy proportions, it’s quietly— though defiantly— not Japanese. Richtig?

More to the point, the Accord doesn’t look like an economy car. In fact, closing a door is an exercise in cognitive dissonance; everything about the Accord’s exterior leads you to expect a basso profundo Germanic thunk. All of which means that car buyers seeking to protect– or elevate– their position on the status-related automotive food chain can buy the Accord without the slightest tinge of badge-related remorse.

Once inside, the base model’s front seats serve the only reminder that you won’t be spending big bucks down at Fritz’ House of Pain. The LX’s lateral support-challenged, cloth-covered chairs are like a tiny stone in a pair of Cole Haan loafers; the proximity to perfection calls attention to itself. Meanwhile, the Accord’s newly enlarged rear accommodation– and attendant trunk space– is now that of a full-size sedan, for the cost of a couple of mpgs. You tell me: why not?

Because the AC is no longer powerful enough to cool the cavernous cabin quickly and efficiently? Anyway, although the Accord’s plastic fantastic controls and bin lids don’t respond with oil-dampened precision, the interior still manages to feel minimalist rather than miserly. Honda’s allocated resources where it counts. The large, silver-rimmed gauges are a study in muted elegance and ergonomic clarity. Soft touch polymers form the dash and the much-appreciated digital display rabbit hutch. But most importantly of all, the steering wheel.

This writer has long argued that the steering wheel is a car’s single most important design element; it’s the one control that puts you in uninterrupted contact with the machine. The Accord’s wheel is perfection. I’m not speaking of the cheap-feeling radio and cruise control buttons. Nor am I impressed with the helm’s faux aluminum TIE fighter insert. It’s a simple matter of size, diameter and feel. The Accord’s steering wheel instantly and constantly signals this is a car for driving, not mindless wafting.

And here’s where things get a little strange…

The last time I drove a base Accord, the over-boosted steering was as sharp as a crack dealer’s lawyer and twice as annoying. Turn the wheel too quickly and you’d have to turn the wheel too quickly again, guesstimating the car’s immediate and eventual direction. A single ill-timed sneeze could send the sedan into another lane. I found it difficult to believe that Honda would cater to American drivers— long known for their predilection for slow-acting Novocain steering— with a car that required so much vigilance.

Sorted. Not since BMW surrendered its best helm feel props to Porsche in pursuit of [realized] mass appeal has a mainstream motor provided such a wonderfully direct and satisfying steer. I don’t know whether it’s down to a software upgrade for the Variable Gear Ratio (VGR) Power-Assisted Rack-and-Pinion system, or the Dunlop Sport 7000 rubber. But what was a chink in the Accord’s armor has become a major selling point.

Mind you, the LX is no sports sedan. There is neither the power underfoot nor the chassis control needed for genuine hustling. The Accord’s 177 horsepower four-banger is willing enough— save an accelerative dead zone around 35mph— and the chassis is appropriately safety (i.e. understeer) biased. So let’s call it precision wafting. Yes but–

The Accord’s ride quality sucks. As the American-built whip has a double wishbone suspension up front and a multi-link deal out back, I blame the aforementioned cheap ass all-weather shoes for the fact that you feel every bump; whose suppression causes a low frequency concussion throughout the cabin. When I hit a rough stretch of road, I could almost hear David Byrne telling me it’s fa-fa-fa-fa-fa, fa-fa-fa-fa-fa better to run, run away.

How long before Honda addresses this econobox issue and eliminates yet another customer “objection?” Keyboards may already be clicking. Never mind. I doubt the broken pavement spinal assault is a deal breaker for the vast majority of Accord loyalists or defecting intenders. (Clever salesmen will know which roads to avoid.) There are simply too many reasons NOT to not buy it: style, safety, comfort, economy, reliability, depreciation, price, etc. And now one compelling reason why you should.

Join the conversation
2 of 104 comments
  • Bnkyaong Bnkyaong on Jul 08, 2010

    Hi, i bought a 2009 Honda Accord LX last year and have this problem. My car jerks every now and then when the ac turns off automatically due to the thermostat when your on drive mode and at a stop ( say during traffic or at a stop light ). I've brought it the dealer and have it check for 5 times and they can't seem to figure out what's wrong that they're saying it's normal. I don't beleive it's normal. Has anyone ever experienced the same thing?

  • RebelKnightCSA RebelKnightCSA on Jul 08, 2010

    Ive owned one of these babies since October 2009. Since then, I have put nigh on 10,000 miles on it in seven states and two time zones, including two 14 hour long driving marathons between Northern Virginia and Western Kentucky. The ride is pretty good, as is the fuel economy. Im a big guy at 6 feet 4 inches tall and 330 pounds, and the seats didn't give me any pains at all. It cruises along at 70MPH quite ably, and steers real nice. The only problem I have is with the centre console - its real easy to mistake the air conditioning knob with the volume knob for the stereo, and vice versa. I also would appreciate a way to open the trunk manually without having to get inside the car and throw a switch or rely on remote entry (a keyhole and handle on the trunk lid is what I want). This is surely a big mans car - if youre a big fella like me, and you want a big car with a good record of reliability and longevity, this is the one you want. Just be careful when you pull out of a tight parking spot - this beast is so L-O-N-G, I like to think of it as my 1972 Honda Fleetwood Brougham. 'Nuff Said.

  • MaintenanceCosts Despite my hostile comments above I really can't wait to see a video of one of these at the strip. A production car running mid-eights is just bats. I just hope that at least one owner lets it happen, rather than offloading the car from the trailer straight into a helium-filled bag that goes into a dark secured warehouse until Barrett-Jackson 2056.
  • Schurkey Decades later, I'm still peeved that Honda failed to recall and repair the seat belts in my '80 Civic. Well-known issue with the retractors failing to retract.Honda cut a deal with the NHTSA at that time, to put a "lifetime warranty" on FUTURE seat belts, in return for not having to deal with the existing problems.Dirtbags all around. Customers screwed, corporation and Government moves on.
  • Bullnuke An acquaintance of mine 50+ years ago who was attending MIT (until General Hershey's folks sent him his "Greetings" letter) converted an Austin Mini from its staid 4 cylinder to an electric motored fuel cell vehicle. It was done as a project during his progression toward a Master Degree in Electrical Engineering. He told me it worked pretty well but wasn't something to use as a daily driver given the technology and availability of suitable components of the time. Fueling LH2 and LOX was somewhat problematic. Upon completion he removed his fuel cell and equipment and, for another project, reinstalled the 4 banger but reassembled it without mechanical fasteners using an experimental epoxy adhesive instead which, he said, worked much better and was a daily driver...for awhile. He went on to be an enlisted Reactor Operator on a submarine for a few years.
  • Ajla $100k is walking around money but this is almost certainly the last Dodge V8 vehicle and it's likely to be the most powerful factory-installed and warrantied pushrod engine ever. So there is some historical applicability to things even if you have an otherwise low opinion of the Challenger.And, like I said up thread, if you still hate it will be gone soon anyway.
  • Carlson Fan GM completely blew the marketing of the Volt. The commercials were terrible. You'd swear they told the advertising company to come up with an ad that would make sure no one went out and shopped a Volt after seeing it!...........LOL My buddy asked why I bought a car that only goes 40 miles on a charge? That pretty much sums up how confusing and uninformative the advertising was.