We learned in June that the 10th-generation Honda Accord, launched this fall for the 2018 model year, would lose its optional V6 engine. The impact in the marketplace would scarcely be felt, as the overwhelming majority of buyers didn’t select the V6 engine, which had steadily become an option only at the top end of the range.
Honda also made clear that the conventional Accord lineup would still include manual transmissions, would not include a coupe bodystyle, and would be exclusively linked to turbocharged engines. The basic 1.5-liter turbocharged four-cylinder, rated at 192 horsepower and 192 lb-ft of torque (at 5,500 rpm and 1,600 rpm, respectively) provided an upgrade from the 2017 Accord’s 2.4-liter naturally aspirated four-cylinder, which produced 185 horsepower and 181 lb-ft of torque at significantly higher rpm.
Meanwhile, the 278-horsepower, 252-lb-ft 3.5-liter V6 is replaced by a 2.0T detuned from duty in the Civic Type R. The 2018 Accord loses 26 horsepower (and at 6,500 rpm, needs 300 more revs to hit peak bhp) but adds 21 lb-ft of torque while producing peak twist just off idle at 1,500 rpm, 3,400 rpm sooner than in the old V6. Paired now to a 10-speed automatic and not the six-speed of 2017, and tipping the scales with around 120 fewer pounds in top-spec guise, the 2018 Honda Accord 2.0T is expected to be only marginally more fuel-efficient than the old V6.
But what about acceleration?
Want a six-cylinder engine?
Don’t buy a two-door Mercedes-Benz S-Class.
For the 2018 model year, Mercedes-Benz will offer a S450 sedan with a twin-turbocharged 3.0-liter V6. It’s not underpowered. 362 horsepower produce a claimed 0-60 miles per hour time of 5.1 seconds.
But sometimes, every now and then, in a handful of remaining instances, Mercedes-Benz evidently believes there is no replacement for displacement. The Mercedes-Benz S-Class coupe and cabriolet?
V8s and V12s only, thank you very much.
“This is a sport sedan designed for everyday driving,” Buick’s vice president Duncan Aldred said of the unveiling of the 2018 Buick Regal GS today, “but one that makes every drive special.”
We’ll be the judge of how special a drive the next-generation Buick Regal GS provides in the real world, but the on-paper formula certainly goes down smooth.
Priced at $39,990, the 2018 Buick Regal GS forsakes four-cylinder power in favor of the 3.6-liter V6 we told you about more than three months ago before receiving further confirmation last week. The V6 sends 310 horsepower and 282 lb-ft of torque to all four wheels via a nine-speed automatic transmission. Manual option? No.
The GS is the top trim in a lineup that no longer features a true sedan. While the TourX is not destined to receive the GS moniker, this Regal Sportback brings its high-performance derivative under the $40K mark.
Two things leak more than the bathroom faucet at your Great Aunt Martha’s cottage in Saugatuck.
The White House.
It seemed fairly clear three months ago that something was afoot when GM Canada’s Buick.ca website momentarily revealed the 2018 Buick Regal GS’s powertrain: a 3.6-liter V6 and all-wheel drive. But Buick declined to comment, removing from the Canadian website the section that mentioned a V6 offering.
Once again, however, Buick appears to have let the horses out of the barn. Buick’s in-house magazine, B, revealed details ahead of schedule, GM Authority has learned. Rather than the 259-horsepower 2.0-liter turbocharged four-cylinder of current GSs that too often feels underwhelmed, B magazine says the 2018 Regal GS, “employs a high-feature V6 engine that furnishes an estimated 310 horsepower.”
The V6 liveth.
When I poke through automotive graveyards in search of the rare and the interesting, I always take a look at late-1980s/early-1990s Toyota Camrys for the very rare All-Trac all-wheel-drive versions and extremely rare manual-transmission versions.
So rare that its existence in the wild is merely theoretical, however, is the V6-powered manual-transmission Camry… and I just found one in Denver. Let’s take a look!
The all-new 2018 Toyota Camry’s new 2.5-liter four-cylinder base engine generates 203 horsepower in the entry-level model, 206 horsepower in the 2018 Camry XSE.
This means the eighth-generation Camry offers the most standard horsepower of any car in America’s midsize segment, at least for the time being.
We know not yet what the 2018 Honda Accord will bring. Honda released some engine details last Friday, including information that reveals the death of the Accord’s V6 and future reliance on the 1.5-liter turbo from the Civic and CR-V — as well as the 2.0-liter turbo from the Civic Type R. But we don’t know how much power Honda, notoriously not a participant in any horsepower war, will allow the Accord’s basic 1.5T to produce.
Meanwhile, the Camry’s upgrade engine continues to be a 3.5-liter V6, and Toyota’s gone and done the right thing with that powerplant, too. Moar powah.
Horsepower doesn’t necessarily cure all that ails you. Potent powertrains aren’t invariably linked to progress. The greater pony count is not unfailingly found under the hood of the greater car.
All too often, auto enthusiasts fall into the trap of believing that a deeply flawed car can be made better if they’d only put a proper engine under the hood. In reality, huge power increases often do more to highlight, rather than mask, a car’s flaws.
The overwhelming majority of 2017’s crop of midsize sedans are not deeply flawed cars, of course. But it’s generally accepted, at least by people like you and me, that they can all be made better by upgrading the basic four-cylinder powerplant with an optional V6. By spending a fair chunk of extra change. By tolerating a sharp increase in fuel consumption. By challenging two front wheels to sometimes fulfill two starkly different missions.
The Ford Mustang entered the world with a 170 cubic inch inline six, but heritage alone likely won’t be enough to keep the six-cylinder ‘Stang alive.
Product information from Ford’s ordering system has appeared online, and a 3.7-liter V6-powered version of the 2018 Mustang is nowhere to be seen.
In February of 2013, when speaking to the opening breakfast of the Chicago Auto Show, Andy Goss, the head of Jaguar Land Rover of North America, made a couple of comments about the luxury market in the United States. He said that 90 percent of vehicles with luxury nameplates are sold with V6 engines and you can’t sell a luxury car north of the Mason-Dixon line if you don’t at least offer all-wheel drive. The 2015 Jaguar XJL AWD Portfolio is the result of Goss’ perception of the lay of the luxury land.
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