It has been around for decades, quietly excelling at its job. Think of it as the automotive equivalent of a tailored suit. It fits just right, carries itself with confidence, and always delivers exactly what you need.  

The 11th-generation Accord follows this same philosophy, but with a sharper focus on technology, efficiency, and refinement. Honda has ditched the old turbocharged 1.5-litre engine, opting instead for a hybrid-only lineup, promising better fuel economy, a smoother drive, and a more sophisticated driving experience.

Does this mean it has lost its edge? Or is this the most complete Accord yet?  

It’s Thoughtfully Executed  

The Accord has never been a flashy car, but the latest model is surprisingly upmarket.

Honda has taken a less-is-more approach, resulting in a sleek, well-proportioned sedan that feels more premium than previous generations.  

The longer and wider body gives it a commanding presence, though the extended overhangs might not be to everyone’s taste.

Inside, the cabin takes a similar approach; minimalist, dark, and subtly elegant. The triangular mesh grille across the dashboard and soft-touch materials where your hands naturally rest add to the sense of quality.

Aesthetics aside, the real star here is ergonomics. Honda has mastered the art of making everything feel intuitive. Every button, switch, and control is exactly where you expect it to be. 

No need to dig through menus, physical dials still reign supreme here, with satisfying, weighty clicks that exude quality.

In an era where some manufacturers are obsessed with replacing buttons with touchscreen controls, Honda’s decision to keep physical controls is a welcome move.  

Rear passengers get luxurious amounts of legroom, to the point where it almost feels like a car meant for chauffeurs. The width of the cabin ensures three adults can sit comfortably in the back, and the 570-litre boot is cavernous enough to swallow anything you throw at it.

But, there is no electronic boot lid. Given the Accord’s price point, that feels like a surprising omission.

The Tech Isn’t Excessive Either 

Despite its focus on practicality, the new Accord does not skimp on digitalisation.  

The 12.3-inch touchscreen and 12.3-inch digital driver’s display provide crisp, clear graphics, while the 11.6-inch head-up display ensures you never have to take your eyes off the road.  

Unlike some competitors that stretch a single screen across the entire dashboard, Honda’s layout prioritises usability over spectacle. It is clean, functional, and not trying too hard to impress.

Arguably the only oddity is the central knob that encircles a customisable screen. It is intriguing at first, but its limited functionality makes it feel more like a design flourish. 

And It Drives Great 

Honda has equipped the new Accord with a 2.0-litre naturally aspirated engine, paired with two electric motors, delivering 181bhp and 335Nm of torque.  

From a standstill, the electric motors provide immediate torque, making the Accord feel silky smooth and deceptively quick. The E-CVT transmission is surprisingly refined, never droning or feeling disconnected from the powertrain.

The driving position is spot-on. You sit low, with the thin, precise steering wheel perfectly placed.  The steering has just the right amount of weight and feedback, ensuring the Accord feels connected to the road. But unlike some sportier sedans, it never feels overly firm or exhausting on long drives.

The suspension is superbly tuned, soaking up rough roads without sacrificing composure. It is soft enough to be comfortable, yet firm enough to maintain stability through corners.  

This is a big car that somehow feels smaller and more agile than its size suggests. And that, for keen drivers, is one of its greatest strengths.

Honda quotes a fuel efficiency figure of 20km/litre, and my test drive garnered an average of 15.7km/litre, with lots of spirited driving mixed in. Impressive.

The Gold Standard, Yet Again  

The Honda Accord has been the benchmark for mid-size sedans for decades, and the 11th-generation model only strengthens that reputation.  

It offers a refined, well-executed hybrid drivetrain, an impressive balance of power and efficiency, and a spacious, luxurious cabin that punches above its price point.  

The only thing I don’t love is its higher price bracket, which puts it dangerously close to European rivals.

Will you pick this over something with a B, M, or A badge? You probably know the answer yourself.

Technical Specifications

Honda Accord Hybrid

Engine: 1,998cc in-line 4 i-VTEC, Turbocharged
Drivetrain: Front-wheel drive
Power: 181bhp (combined)
Torque: 335Nm
Gearbox: E-CVT (A)
0-100km/h: unknown
Fuel Economy: 20km/litre (claimed)

Price: S$277,999 with COE (accurate at the time of this article)
Contact: Kah Motor

Photo Credits: Sean Loo (@auto.driven)

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Škoda is expanding its RS family to include another EV model. It’s (creatively) dubbed the Enyaq iV RS, and just like its coupe sibling, the Czech carmaker has opted for a dual motor all-wheel drive setup with a total power output of 220 kW (299 PS) and 460 Nm of instant torque.

Interestingly enough, this makes both RS versions of the Enyaq iV family the most powerful models currently in Škoda’s lineup.

Sporty Goodness

In true Skoda RS fashion, the Enyaq RS has been bestowed RS-specific design elements, including large 20 or 21-inch alloy rims. Sports suspension drops the overall height by 15mm, giving it a more aggressive stance. Other RS-specific trinkets include gloss black finishes on various parts of the car. Skoda’s ‘Crystal Face’ grille makes yet another appearance, consisting of 131 LEDs embedded into the grille, flanked by Matrix LED headlights.

In case you want everyone to know you’re driving the top rung of the Skoda family, RS badges are generously adorned all over the car. To top it off, an RS-exclusive Mamba Green colour will also be offered.

The RS goodies continue on the inside, with dashboard and door trims covered in a carbon-fibre look, complementing aluminium pedals. Suede microfibre sports seats come as standard and feature an embroidered RS logo. Owners are also given a leather-wrapped steering wheel, an upgrade exclusive to the RS-trim model.

With technology being the main focus of the new model, Škoda assures that the Enyaq’s software will always be up to date thanks to a permanent online connection via an integrated eSIM, allowing drivers to download updates over the air. The Internet connection can support numerous functions too, including remote controls for battery charging, and real-time traffic updates.

Besides its sporty look and dynamic handling, the Enyaq RS offers a generous amount of space for up to five people. 585 litres of boot space are available, which can be expanded up to 1,710 litres by folding down the rear seats.

RS Blood

The Škoda Enyaq iV RS is based on the Volkswagen Group’s Modular Electrification (MEB) platform. Benefitting from a dual motor all-wheel drive system, the car churns out 220 kW and a 460Nm of torque. Boasting a decent top speed of 180 km/h, it is 20 km/h faster than regular ENYAQ iV models and can clock the century sprint in 6.5 seconds.

Its 82 kWh battery, high energy efficiency and drag coefficient of 0.265 give the model a maximum range of over 500 kilometres (WLTP). Thanks to a maximum charging power of 135 kW, the ENYAQ RS’s lithium-ion high-voltage battery can be charged from 10% to 80% in just 36 minutes at fast-charging stations.

A new function, dubbed ‘Plug & Charge’, makes charging seamless at suitable charging points stored in the Skoda PowerPass app. An owner would just need to connect the charging cable, and the vehicle is automatically identified at the charging point. The subsequent charging session is then billed automatically.

The model has seen major success in Europe since its inception in 2021. Hopefully, we will be able to catch a glimpse of this on our roads very soon.

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