'98 Honda Accord V-6 LX - Road Test - Japanese Car - Specs

Environmentally friendly powerplants lead the list of technical highlights. Honda claims the Accord's 2.3-liter/150-horse 16-valve DOHC four cylinder (standard on LX and EX models) is the first engine sold nationwide to meet California's tough Low Emission Vehicle (LEV) standards. This evolution of last year's 2.2-liter/145-horse four propelled a five-speed-manual-equipped sedan 0-60 mph in 8.4 seconds. Available only in the Golden State (and only mated to a four-speed automatic) is a super-green 148-horse variant of the 2.3-liter four, which Honda says is the first mass-produced gasoline engine to meet the even more stringent Ultra Low Emission Vehicle (ULEV) requirements. Since cold-start emissions are largely what differentiate ULEV from LEV, double-walled tubular exhaust headers keep heat inside the exhaust system to speed light-off of the ULEV's larger catalytic converter, while a new 32-bit fuel-injection microprocessor optimizes air/fuel mixture. Though not as clean as the fours, the Acura CL-based 3.0-liter V-6, which comes only mated to a four-speed automatic, meets California's Transitional Low Emissions Vehicle specs and boasts 30 more horses than last year's 2.7-liter Accord unit. Also, the new six employs the 60-degree V angle between cylinder banks that's optimum for V-6 smoothness, rather than the packaging-dictated but rougher 90-degree angle of the 2.7. All three powerplants employ Honda's variable valve timing and electronic control (VTEC) system to produce both impressive power and near-springtime-fresh exhaust.

The bottom-line Accord DX comes with a non-VTEC, non-LEV 2.3-liter/135-horsepower four. This price leader boasts an adjustable steering column, AM/FM/cassette, intermittent windshield wipers, theft-deterrent system, and a tachometer.

Though extra chassis reinforcements add about 66 pounds, the top-of-the-line Accord EX is 11 pounds lighter than last year's model. The weight savings comes from a host of sources led by the new ABS unit, which is 18.5 pounds lighter. Without some of the new, diet-conscious components, an LX is 77 pounds heavier than last year's LX.

The Accord gets an all-new five-link unequal-length control arm rear suspension that improves handling (by reducing toe change during suspension travel), enhances ride (by allowing a small rearward motion of wheels when a bump is encountered), expands rear seat room (by being more compact than the strut-derived arrangement it replaces), and quiets engine noise (by providing room for a large midmounted silencer). The front suspension enjoys a less radical redo, highlighted by a significantly lower roll center. Steering revisions help the Accord offer excellent steering feel and confidence-inspiring feedback.

Inside, headroom is increased by 0.6 inch in front. There's a useful 0.6 inch more front legroom and a gigantic 3.6 inches extra in the rear. Shoulder-room benefits from the increased width: There's an additional 1.2 inches in front and 1.8 inches in back. Hiproom grows 2.3 inches in front and 2.7 inches in rear. The previously decently sized trunk is up 1.1 cubic feet. Totalled, the increased room now means the Accord is rated a midsize (up from compact) and boasts more interior volume than the Ford Taurus. That last part should be quite significant for Accord/Taurus cross-shoppers.

The new, steeply raked console features large, rotary controls that are closer to the driver and easier to read and adjust. A cancel-cruise button on the steering wheel, a feature new to the Accord, allows drivers to disengage from speed control without touching the brake pedal. A new anti-theft system disables the fuel injection and ignition when the key is removed from the ignition. When it's reinserted, the computer uses a radio signal to see if the key contains the correct code before rearming fuel and ignition systems.