2001 Honda Accord - Overview

Combined with its Honda reputation for durability, quality and reliability, the Accord establishes itself as the benchmark of the auto industry's most competitive segment.

The Accord is available in two bodystyles: a sporty Coupe and an elegant four-door Sedan. Five different trim levels are available: DX (Sedan only), LX, EX, V-6 LX and V-6 EX. Both the Coupe and Sedan bodies are completely new, with distinctive styling that distinguishes each from the other. Each body provides even greater structural rigidity, and has been designed to meet current U.S. safety standards for occupant protection. In addition to front-, rear- and side-impact protection, the new body features extensive offset-frontal impact protection. Lap/Shoulder seat belts are used at all seating positions, including the middle-rear position, and dual airbags are standard.

A 200-horsepower, aluminum-alloy, 3.0-liter, V-6 engine is available in LX and EX sedans and coupes. Its 60-degree V angle and extensive noise and vibration engineering make it exceptionally smooth. In addition, the V-6 is quiet and the most compact and powerful V-6 in its class.

A 2.3-liter, aluminum-alloy, in-line 4-cylinder engine with a VTEC cylinder head is standard on the Accord LX and EX models. (DX models retain the non-VTEC 16-valve head.) This is the first time VTEC has been used on LX models.

The 2.3-liter engine is a complete redesign and boasts more power, less vibration and better fuel efficiency than its predecessor. In addition, the VTEC LX and EX versions meet California's LEV (Low-Emission Vehicle) standards.

The Accord's chassis gives it an exceptionally smooth ride and precise, stable handling. The chassis features a 5-link double wishbone rear suspension and a redesigned double wishbone front suspension, combined with innovative front and rear subfrarnes that yield a high degree of isolation from vibration.

2001 Honda Accord - Drivetrain


Three engines are available for the Accord: There is 3.0-liter, 200-horsepower, 24-valve V-6 and two 2.3-liter 4-cylinder engines. A 5-speed manual transmission is standard on 4-cylinder models and a 4-speed automatic transmission is available for the 4-cylinder engines and standard on V-6 models.

The 3.0-liter, 200-horsepower, 24-valve V-6 is the first V-6 engine to use VTEC (Honda Variable valve Timing and valve Lift Electronic Control system), Honda's variable valve timing system. VTEC helps give the V-6 a broader, more powerful torque curve. All engines and transmissions are built at Honda facilities in Ohio.

The Accord's 2.3-liter, in-line 4-cylinder engine is shared by DX, LX and EX models and features a 16-valve cylinder head and a vibration-canceling second-order balance system. Both LX and EX engines receive California Low-Emission Vehicle (LEV) certification, thanks in part to the application of VTEC technology.

3.0-LITER V-6


  • 200 hp
  • 195 lb.-ft.
  • 0-60 mph acceleration is about 8.2 seconds
  • Compression ratio 9.4:1
  • Uses regular unleaded gasoline
  • VTEC cylinder heads with roller cam-follower rocker arms
  • 20/28 mpg (EPA estimated Cty./Hwy)


  • Electronically controlled EGR (Exhaust Gas Recirculation)
  • 16-bit PCM (Powertrain Control Module)


  • 60-degree V-angle
  • Compact, lightweight engine (98-mm bore spacing)
  • Separate camshaft holders allows for more compact cylinder head
  • Lightweight pistons and connecting rods
  • Full-floating piston pin eliminates piston slap during warm-up
  • Cast-aluminum oil pan
  • Twin-outlet exhaust system



  • Horsepower:150 hp for EX and LX, 135 hp for DX. Torque increased to 152 lb.-ft. for EX and LX, 145 lb.-ft. for DX.
  • VTEC (LX and EX models)
  • Fuel economy: 23/30 mpg (EPA estimated Cty./Hwy.) (LX, EX w/AT), 22/29 mpg (EPA estimated Cty./Hwy.) (DX w/AT)


  • EX and LX engines qualify as California LEV (Low-Emission Vehicles)
  • EX with automatic transmission qualifies as ULEV (Ultra-Low Emission Vehicle) in California
  • Stratified-charge VTEC
  • Electronically controlled EGR (Exhaust Gas Recirculation)
  • ULEV engine uses 32-bit ECU with individual cylinder air-fuel ratio control, lean air-fuel ratio during fast idle, high-efficiency catalyst and low heat-mass exhaust system


  • Less radiated noise and vibration
  • Quieter, less restrictive induction system with large, twin-chamber resonator
  • New lightweight piston and connecting-rod design minimizes vibration
  • More rigid crankshaft design
  • Second-order balance system
  • Redesigned cylinder block is more rigid with less vibration
  • Aluminum engine stiffener between engine and transmission


  • Direct-control automatic transmission is controlled by PCM (Powertrain Control Module) for smooth shifting
  • Cruise control is controlled by PCM and AT Cruise ECU for smoother operation
  • Reduced gear noise
  • Manual transmission has reduced lining diameter for smoother shifting, with same level of fade resistance and durability


Accord V-6 sedans and coupes are powered by an aluminum-alloy, transversely mounted, 3.0-liter, 200-hp V-6 engine. The engine features 4 valves per cylinder (24 total), single overhead camshafts and VTEC.

The V-6 is quite compact and incorporates several innovative features that help minimize its size, weight, friction and vibration. The block is heat-treated, die-cast aluminum and is very compact and rigid, with a high natural frequency and minimal resonant vibration. In addition, its 60-degree V angle serves to minimize vibration. Bore and stroke are "square," each measuring 86 mm, for a total displacement of 2997 cc. The cylinder liners are cast-iron.

The V-6's narrow 98-mm bore spacing contributes to the engine's short over-all dimensions. The block-deck height (and piston compression height) is minimized by the use of ultra-short skirt pistons. The com-pression ratio is 9.4:1 and regular unleaded fuel is specified.

The pistons are 51.5 mm tall and use ultra-short skirts. In addition, the skirts are thicker and more rigid than those used on the previous engine, which helps to further minimize vibration and friction.The piston pins are a full-floating design whose small clearances result in less noise, especially during engine warm-up.

The pursuit of a lightweight, compact design mandated special care in crank-shaft and connecting-rod engineering. The engine's connecting rods don't use conventional nut-and-bolt type fasteners, but instead employ lighter bolts (without nuts) called plastic-region fasteners. These bolts are designed to operate in the plastic, not elastic, region of the steel material, unlike conventional fasteners. This allows downsized rod bolts to maintain relatively greater clamping force and handle operating stresses with normal strength margins. It also uses a special dual-mode crankshaft damper pulley. Overall engine width is 485.5 mm (as transversely installed in the car). That makes the power-plant narrower than the 3.0-liter V-6s in the Toyota Camry or Nissan Maxima.


Pressure-cast of aluminum alloy, the Accord's cylinder heads echo efforts visible throughout the engine to minimize weight and size. In the interest of simplicity, the single overhead cams are installed in the heads from the end, instead of being clamped in place from above with bolt-down caps.

The pentroof combustion chamber design is an evolutionary refinement of Honda 4-valve combustion chamber technology The 9.4:1 compression ratio allows the engine to operate on regular unleaded fuel.

The 4-valve-per-cylinder design offers several advantages over 2-valve arrangements, most notably the reduced reciprocating mass, which allows the engine to safely reach higher rpm and develop greater horsepower. Additionally, valve area is increased with the use of four valves, relative to conventional 2-valve systems, resulting in improved air flow. Remarkably, the Accord V-6 has comparable or better horsepower, and competitive fuel economy with other engines in its class, and meets California's strict standards -- all while burning regular unleaded fuel.

The Accord V-6's valves are actuated by roller followers and a single camshaft per cylinder bank. The U.S.-sourced camshafts are constructed of ductile iron, flame-hardened, then quenched to achieve the necessary hardness. The cams are turned by a glass-fiber reinforced, toothed belt, which is driven by the camshaft. An automatic tensioner compensates for belt-stress fluctuation.


The Accord V-6 engine uses Honda-programmed, sequential fuel injection. Air induction is via a cast-aluminum intake manifold with individual, tuned-intake runners. A tuned plenum and throttle body connect to the upper end of the manifold.


Honda engineers tuned the Accord 3.0-liter V-6 so that it would have sporty performance, but still be relaxed in everyday driving. Because of its VTEC valve train, the engine's powerband is exceptionally broad. Peak horsepower (200 hp @ 5500 rpm) and peak torque (195 lb.-ft. @ 4700 rpm) are both up by 18%. In addition, the torque curve remains within 90% of its peak figure, from 2,000 to 6,000 rpm. Zero-to-60-mph acceleration for the V-6 Sedan is around 8 seconds. Estimated fuel economy is expected to be around 20 mpg/city and 28 mpg/hwy.

Overall engine friction contributes about 4% to the Accord V-6's fuel economy.

Noise and vibration have also been reduced, thanks to the engine's rigid cylinder block, cast-aluminum oil pan, short crankshaft, hydraulic engine mount and rubber-isolated subframe.


The 2.3-liter, 4-cylinder Accord engine has been engineered to meet the goals of more power, greater noise and vibration reduction, and lower emissions. Horsepower and torque figures for the engine are 150 hp @ 5700 rpm and 152 lb.-ft. @ 4900 rpm for the LX and EX models (ULEV EX is 148 hp). The DX model's engine produces 135 hp @ 5400 rpm and 145 lb.-ft. torque @ 4700 rpm for the DX model.

Acceleration (0-60) for the 4-cylinder models is improved (around the mid-9-second mark), with comparable fuel efficiency to its predecessor: 23 mpg/city and 30 mpg/hwy for LX and EX models with automatic transmissions.

Emissions of Non-Methane Organic Gases (NMOG), also known as unburned hydrocarbons, produced during engine warm-up are considerably lower. The LX and EX engines produce less than 0.0075 grams per mile, qualifying them for California LEV (Low-Emission Vehicle) status. In California, the Accord EX with the available automatic transmission will produce less than 0.003 grams per mile of NMOG, qualifying it as the first gasoline-powered vehicle to reach ULEV (Ultra-Low Emission Vehicle) status.

The five-main bearing block is high-pressure die-cast from aluminum alloy. The walls of the block extend below the centerline of the crankshaft, which helps stiffen the bottom end. FEM (Finite Element Method) computer analysis was used to arrive at optimum thicknesses for the block ribs and walls in order to minimize engine vibration.

Additional bottom-end rigidity comes from a larger, stronger bearing-cap beam that ties directly into the cylinder-block skirt.

An aluminum-alloy stiffener has been added between the transmission case and the block, just behind the bearing carrier. The stiffener serves to tie the block and transmission together into a single, reinforced unit. FEM was also used to design this stiffener so that it would not only stiffen the area, but also help minimize high-frequency engine vibration.

Finite-element analysis of the Accord's piston design by Honda engineers yielded a new ultra-short, lightweight skirt design, which is very rigid and resistant to vibration and piston slap. Like the V-6 engine the pistons are gravity-cast aluminum alloy and utilize full-floating wrist pins in order to minimize noise.

The engine's drop-forged single-plane steel crankshaft and connecting rods have been designed to be stronger and operate with less friction, much like the V-6 components.

The I-section, drop-forged steel connecting rods have a completely new design and are considerably lighter than their predecessors (475 g vs. 578 g), which helps to minimize vibration. Pin-journal (big end-bearing journal) diameter has been reduced from 48 mm to 45 mm. Rod thickness is down from 24 mm to 20 mm and the bolt size is smaller. Like the V-6 rod bolts, those of the 4-cylinder engine are torqued to the plastic region of the bolt material in order to ensure a solid union between the bearing cap and the connecting rod.

The engine block incorporates the Honda-designed second-order balance system that cancels the inertial forces common to large-displacement 4-cylinder engines. The system consists of two parallel shafts on either side of the crank-shaft, 81 mm (3.19 in.) above its centerline. Driven by a toothed belt, the balance shafts rotate in opposite directions at twice engine speed. Eccentric weights built into the shafts generate inertial forces that counteract the second-order forces created by the motion of the pistons and connecting rods. This Honda system minimizes vibration in the mid-to-high-rpm range.


The 16-valve, single-overhead-camshaft cylinder head features 4 valves per cylinder and pentroof combustion chambers. Individual valves are smaller and lighter in 4-valve heads, which allows the engine to be revved to a higher rpm, helping to extend the engine's power range. Valve actuation is via rocker arms and a hollow, belt-driven single overhead camshaft. The single-over-head-camshaft design requires less under-hood space than the more conventional dual overhead camshafts normally used with 16-valve, 4-cylinder engines.

The adoption of a sophisticated knock control system optimizes ignition timing and allows for a higher compression ratio (9.3:1 from 8.8:1). Unleaded regular fuel is specified.


The intake system was simplified in shape to reduce induction resistance and noise. A larger twin-chambered air box designed to dampen resonant intake tract noise replaces the previous Accord's smaller, single-chamber damper. The new box is 10.7 liters in capacity, compared to the older unit's 8.2 liters. The larger box also elimi-nates the need for a second resonant-frequency damper and an additional side branch.

The 2.3-liter Accord 4-cylinder engine intake manifold has been redesigned to add more power and lower emissions. The individual cast-aluminum runners have revised dimensions to better take advantage of the different air-flow characteristics of the 2.3-liter engine. A larger plenum chamber reduces induction noise and the incorporation of EGR (Exhaust Gas Recirculation) ports into the plenum, upstream of the throttle plates, eliminates the need for a separate fitting and port in each intake runner.


Accord LX and EX engines (both 4-cylinder and V-6 models) utilize VTEC (VTEC stands for Honda Variable valve Timing and valve Lift Electronic Control system). The VTEC system helps these engines achieve their low emissions and broad torque curves.


During low-rpm operation, only one intake valve opens, allowing air and fuel into the combustion chamber. The other intake valve has only a slight amount of lift and its timing is staggered. As a result, the air-fuel charge drawn through the open intake valve undergoes a swirl effect. The swirl creates a stratified charge with a rich mixture near the spark plug (for good light-off), and a progressively leaner mixture toward its periphery. This stratified charge, combined with improved EGR control, results in lower emissions (especially during the critical warm-up period) and better fuel economy. Low-friction, roller-bearing rocker arms are used to help reduce friction and improve engine efficiency


Between 2300 and 3900 rpm (depending on manifold pressure) in the 4-cylinder engine, and at 3500 rpm in the V-6, the intake valve timing switches to a high-performance mode. The two intake-valve rocker arms are locked to a third rocker arm and cam follower located between them, via an electronically con-trolled, hydraulically actuated locking pin. Until now, this third rocker arm has been independently following the contour of a high-lift, long-duration camlobe. The two intake rocker arms are now actuated by this third rocker arm and a cam timing that more closely matches the intake-tract timing required for optimum torque at high engine speeds. The result is a broader, flatter torque curve, low emissions and smoother power delivery throughout the engine's entire speed range.

Low-Speed Operation High-Speed
Intake Valve
Intake Valve
Both Intake
Valve Opens 24* ATDC 30* ATDC 5* ATDC 35* BBBC
Valve Closes 25* ABDC 72* BBDC 40* ABDC 15* BTDC
Lift 7.5mm 1.8mm 10.0 mm 9.5 mm


Low-Speed Operation High-Speed
Intake Valve
Intake Valve
Both Intake
Valve Opens 24* ATDC 26* ATDC 0* TDC 30* BBBC
Valve Closes 23* ABDC 76* BBDC 36* ABDC 15* BTDC
Lift 7.0mm 1.8mm 10.0 mm 9.0 mm


Thorough atomization is critical for complete combustion. The smaller the fuel droplet size, the more effectively it mixes with the air, resulting in more efficient combustion. In order to improve fuel atomization, the Accord 4-cylinder and V-6 VTEC engines use an air-assist fuel-injector system.


The V-6 and 4-cylinder Accord engines use Honda Multi-Point Programmed Fuel Injection (PGM-FI). PGM-FI uses a new 16-bit powertrain control module (PCM), connected to sensors that monitor throttle position, engine temperature, cylinder~firing position, intake manifold pressure, atmospheric pressure, exhaust-gas oxygen content and intake air temperature. The PCM uses this information to determine the fuel requirements of the engine. It then activates each fuel injector at precisely the right moment. The result is outstanding driveability and power, with reduced emissions and better fuel economy

An additional advantage of PGM-FI is easier maintenance and repair. The PCM can sense when something is wrong with various parts of the system and flash a trouble code, which will tell a technician where the problem is located.


Both the V-6 and 4-cylinder engines use electrically controlled exhaust-gas recirculation valves, in place of the older vacuum-operated type. The new valve's rapid response and increased accuracy allows for more precise EGR control.

2001 Honda Accord - Body


The U.S. Accord body was designed and engineered for manufacture exclusively at Honda of America Manufacturing, Inc.'s assembly plant in Marysville, Ohio. The EPA domestic content levels for the Sedan and Coupe models will top 90%.


The Accord Sedan's styling is understated and refined. The overall look is compact but roomy, with sharp edges, rounded corners and an aggressive stance suggestive of European luxury/performance sedans.

The nose is short and rounded with a seamless, integrated look. The hood and cowl are low, affording the driver and passengers excellent visibility down the road. The grille has a single horizontal louver, which is flanked by large combination multi-reflector headlights. An additional air inlet is located below the bumper. The 5-mph, impact-absorbing bumper is hidden beneath the large, one-piece, injection-molded fascia.

The Sedan's profile is dominated by a large, glassy cabin, with slender, reinforced roof pillars and a steeply raked windshield. A high character line running from front to back just under the windows, combined with smooth, flat doors and 15-inch wheels, lend a solid, substantial look to the Sedan.

At the rear, the sloping C-pillar blends into the high rear deck. Like the front end, the rear has a seamless and integrated look, thanks to the use of a large, one-piece injection-molded fascia. The trunk opening is wide and extends to bumper level, and large wraparound combination lights dominate the rear end, extending across its entire width. Accord V-6 models have twin exhaust.


The designers at Honda R&D in Los Angeles charged with designing the Coupe chose to give it an independent, sporty look that would distinguish it from the Sedan, yet still identify it as a member of the Accord family.

Sleek, strong and aggressive, the Coupe's lines are fluid, flowing from front to back. Only the headlights and door handles are shared with the Sedan.

The Coupe has an aggressive stance. The windshield and C-pillar are more steeply raked than on the Sedan. The side is clean and strong, with a smooth transition from the side to the rear quarter panel to the rear of the car.

Distinctive, triangular taillights set into the corners dominate the rear end of the Coupe. Like its Sedan sibling, the trunk extends down to the bumper and the rear end has an overall seamless look, thanks to a one-piece, injection-molded fascia.


The Sedan front bumper and grille are formed as a single piece. New high-efficiency multi-reflector headlights also incorporate the marker lights and turn signals. Aerodynamic door mirrors help minimize wind noise at highway speeds and a new window sash design has a more finished, quality appearance.

The rear of the Accord also has a one-piece finished look, with few seams and large integrated rear combination light assemblies.


The free-form, multi-reflector Accord headlight design consists of a series of blended parabolas in which each reflector had distinct (stepped) edges. The design helps eliminate any scattering of light that occurs at the reflector boundaries, so more light is focused outward.


Packaging goals for the new Accord body were to create a mid-sized, comfortable passenger space with ample trunk capacity and storage, and excellent outward visibility.

Length: in. 188.8
Width: in. 70.3
Height: in. 57.2
Wheelbase: in. 106.9
Curb Weight: lbs. 3285
Length: in. 186.8
Width: in. 70.3
Height: in. 55.1
Wheelbase: in. 105.1
Curb Weight: lbs. 3263 (V-6)


Structural engineering goals for the Accord body centered around maximizing torsional and bending rigidity of the body without adding unnecessary weight. This yields gains in ride, handling and noise reduction. In addition, the body serves as the mounting point for the rear suspension-system subframe and motor subframes, so strength and rigidity would be doubly important.

This overall "beam" stiffness of the body makes it resistant to resonance from low-frequency noise and vibration, the kind transmitted by wheels, tires and suspension movement as well as low-frequency engine vibration.

The body is a unit type with a ladder subframe along the bottom.

The bulkhead at the rear of the passenger compartment is another key member in increasing the Accord's torsional and bending strength and the Coupe has additional reinforcements in its B-pillar.


In addition to the advantages offered by the sixth generation Accord's front and rear subframes and rigid body construction, Honda engineers applied several noise- and vibration-absorbing technologies to the new Accord. As a result, the V-6 and 4-cylinder Accords have less engine noise, road noise and idling vibration than their predecessors.


An ethylene-based thermal foam polymer is injected into the Accord's A- and C-pillars, as well as into the B-pillar. When the body is placed in the painting oven, the heat expands the foam and it fills the pillar space. The foam is an effective sound insulation and helps reduce road noise in the 315 to 1000 Hz range by as much as 2 dB.


In order to further reduce road and engine noise, asphalt sheeting is applied to the floor. (The floor mat on V-6 models is also rubber-backed.) Sound-insulation material is also applied to the rear parcel shelf, spare-tire lid, center console, instrument panel and hood. An additional lower seal, added to the doors, helps block road noise, and V-6 models have additional insulation in the doors.


A tuned dynamic damper (resonant mass) is built into the Sedan's trunk lid near the rear window. The 500-gram steel mass reduces resonant body vibration in the 40 Hz range (a common range for suspension resonances)


The V-6 and 4-cylinder engines have exhaust systems that are quiet and improve exhaust flow. Both use a middle silencer ahead of the main silencer in the exhaust system (the V-6 uses dual exhaust outlets and two main silencers). A short, thin-walled piece of stainless flex tubing ahead of the catalyst eliminates another source of vibration while a mounting system restricts movement and minimizes vibration of the entire system.

2001 Honda Accord - Chassis


Performance goals for the Accord chassis focused on improving its ride and handling characteristics, and reducing chassis-related NVI-1 (Noise, usually road noise; Vibration, both suspension- and engine-induced; and Harshness, usually low-frequency suspension impact-related). In addition, the chassis/frame is a major element in helping the new Accord meet all applicable safety regulations. Finally, manufacturing convenience, especially in terms of platform commonality, was a key factor in its design.

To meet these chassis goals, Honda engineers designed a new unit-body structure using front and rear subframes. Together the body and its subframes form a rigid unit that functions as an excellent platform for the Accord's new suspension system.

The design boasts enhanced capabilities in the areas of stability, handling and control, and ride smoothness.

The subframe assemblies and suspension system also have been engineered to help reduce vibration and noise transmission to the passenger compartment.

The braking system on the Accord has been designed to offer even better feel and response when braking.

The follwoing list highlights the Accord Chassis:


  • 5-link double wishbone rear suspension with refined geometry, broader-based subframe mounting points and greater compliance
  • Double wishbone front suspension with lowered roll center enhances handling linearity
  • Low spring rates for better ride
  • Large tire and wheel sizes on DX and LX Sedan and all Coupe models provides better ride and handling


  • Inertial axis 4-cylinder engine mounts minimize engine vibration
  • V-6 engine uses a rubber-mounted, floating subframe
  • Redesigned exhaust system with large mid-silencer (plus dual silencers for the V-6) is quieter and reduces NVH
  • Two electronically controlled (active) engine mounts and a side stopper mount with a (passive) hydraulic bushing help minimize engine vibration on V-6 models


  • New ABS has even better response and control. In addition, size and weight of the system have been reduced
  • ABS is available as an option on LX and DX models and is standard on all EX models
  • Master cylinder design adds more braking power and response. Combined with an altered pedal ratio, the result is even greater brake-pedal sensitivity, feel and control


  • Rubber coupling in steering shaft reduces vibration and improves steering feel


  • Front subframe design helps Accord meet frontal-impact regulations


  • Help to increase overall structural rigidity
  • Quicker and easier installation
  • Greater packaging efficiency yields rear seat and trunk space

The Accord chassis uses an advanced version of Honda's 4-wheel double wishbone suspension. The front suspension is a complete redesign and takes advantage of the added rigidity and space efficiency of the Accord's front subframe design. The rear suspension is a 5-link double wishbone system. The suspension-system design meets Honda's goals for enhancing the Accord's traditional balance of agile handling, stability and ride comfort.

The Accord's subframe-mounted 5-link double wishbone rear suspension offers more precise camber and toe control, greater ride compliance and better space efficiency than its predecessor. The 5-link system consists of one upper lateral link, one lower lateral link and a third lateral toe-control link located behind these two links and attached to the back edge of the upright. The upper and lower links control camber when cornering, so that the tire-contact patch remains flat (the optimum position for maximum adhesion) throughout the wheel's range of movement.

The lateral toe-control link compensates for the inherent toe deviation of independent rear suspensions, which tends to steer the car as it corners (roll steer). As a result, the Accord tracks accurately around curves with no noticeable roll-steer effect.

The rubber bushings used in the anchor points of the lateral links have a high spring rate that minimizes any deflection or deviation from the designed camber geometry.

While the previous Accord used a trailing arm (longitudinal link) for fore-aft wheel location, the new system uses a Watt linkage described by the two diagonal links -- one leading and one trailing. When viewed from the side, the diagonal (trailing) link attaches to the wheel upright below the axle, while the rear diagonal (leading) link attaches above the axle. Together they control the upward movement of the wheel so that it does not interfere with the rear bulk-head of the passenger compartment. Compliance is supplied by the trans-verse links. Soft rubber used in the bushings of the links' anchor points acts as compliance bushings and helps to absorb impacts to the sus-pension; for example, from changes in pavement height.

The 5-link double wishbone rear suspension is also more space-efficient than its predecessor, which helps create more rear-seat and trunk space. The inner and outer suspension attachment points are clustered close to the centerline of the axle and anchored to the new subframe below the inner wall of the body instead of on it.

The spring and shock absorber now occupy the space previously occupied by the long, curving upright and upper lateral link of the older system. This additional space allows the use of larger diameter, lower-rate springs, which yield a more comfortable, compliant ride.

In addition, since the upper attachment point is no longer on the body of the Accord, but on the separate subframe, the rear suspension can be attached in one operation. The rear subframe also allowed Honda engineers to spread the inner attachment points of the suspension over a broader area for better load distribution.

The Accord's double wishbone front suspension benefits from a large cross-section frame-rail design that adds even more strength and rigidity to the system. Like the rear suspension, the front design allows the spring-mounting points to be raised higher on the spring/shock absorber assembly, thereby allowing the use of larger diameter, lower-rate springs, resulting in a softer, more compliant ride without sacrificing handling.

The front suspension roll-center height has been lowered by 57 mm. As a result, the jacking effect of the suspension arms when cornering is reduced, yielding a more linear, less understeering behavior and even more precise handling.

The Accord's chassis rigidity benefits from its front and rear subframes. In front, a perimeter frame consisting of a front member, side members and a rear bulkhead beam, all of a larger cross-section, replaces the previous Accord's H-pattern. The additional members form a very strong structure that contributes greatly to overall chassis stiffness and frontal-impact crush resistance. The new subframe design can carry either a V-6 or 4-cylinder engine.

Like the front subframe, the Accord's rear subframe forms a large perimeter frame and is made up of large cross-section members. A cross-member and smaller stringers com-plete the structure, which also' houses the fuel tank as well as the rear suspension pickup points.

The V-6 engine's front and rear sub-frames are both mounted to the body with rubber isolators that help damp-en vibration by as much as 5 dB in the low- and mid-frequency ranges. The V-6 engine is mounted to its subframe with two electronically controlled hydraulic engine mounts (one fore and one aft) and a side stopper mount with a passive-type hydraulic bushing.

The 4-cylinder engine subframe is rigidly mounted. The automatic-transmission version uses one electronically controlled hydraulic mount, one passive-type hydraulic bushing and two conventional engine mounts. The manual-transmis-sion version uses two passive-type hydraulic bushings and two conventional engine mounts.

The subframes also provide additional manufacturing benefits by making it possible to lift the front engine and suspension into the body as a unit. The rear subframe also allows the rear suspension and fuel tank to be installed in one operation.

The Accord uses a power-assisted rack-and-pinion steering system. Power assist is steering-torque sensitive, meaning that hydraulic boost is applied to the system in direct proportion to the amount of force (torque) created between the tire and the road as the wheel is steered. As the force increases, the system increases the amount of power assist accordingly. Regardless of speed, an increase in effort (for example, if the wheels encounter a rough surface with a greater coefficient of friction) will be countered by an increase in boost.

Steering torque is sensed by a torsion bar-controlled rotary valve. One end of the bar is connected to the steering box, the other to the steering column. As the torsion bar twists in proportion to steering effort, it progressively opens larger orifices in the valve. As the orifice size increases, so does the amount of hydraulic fluid pumped, and therefore torque increases.

The power-steering pump is a large-capacity vane type that operates quietly and responds quickly to movements of the steering wheel. The vanes create a smaller pressure fluctuation and the pump body incorporates a flow-control valve that supplies optimum pressure. The system has two relief valves: one valve maintains a constant return pressure from the pump, while the other responds to pressure fluctuations from the steering system itself. The result is fast response (or boost) to steering loads, quieter operation and less kickback.

The Accord's roller bearing-equipped constant velocity joints (tripod joints) permit a larger steering angle and smaller turning diameter. The turning diameter is 36.4 feet (11.1 meters) curb to curb for the Sedan and 36.1 feet (11.0 meters) for the Coupe.

A special rubber coupling used in the steering column reduces vibration and shimmy while also improving steering feel.

The Accord uses 260 mm (10.2 in.) x 23 mm (0.9 in.)-thick ventilated front disc brakes. The rear brakes are 220-mm (8.6 in.) drums.

ABS is standard on all EX and V-6 LX models and is available as an option on 4-cylinder LX and DX models. It is a four-sensor, three-channel system with a speed sensor located at each wheel. When the driver applies maximum brake pressure and impending wheel lockup is detected, the sensors send a signal to an electronic control unit (ECU). The ECU processes the information, then tells the ABS to momentarily reduce and then reapply brake pressure at the appropriate wheel(s). If impending wheel lockup occurs when brake pressure is reapplied, the cycle is repeated. This allows the tires to maintain maximum braking traction.

There is a separate channel for each front wheel and the rear wheels share a common third channel. This is a "select-low" system, meaning the system con-trols both rear-wheel slave cylinders together when it senses incipient wheel lockup in either wheel.

Accord EX models have 15-inch alloy wheels. The Accord EX V-6 Coupe has 16-inch alloy wheels. Accord LX models have 15-inch steel wheels with full wheel covers. Accord DX models have 14-inch steel wheels with full wheel covers.

Accord EX
V-6 Sedan
Accord LX
V-6 Sedan
Accord EX
4-Cyl Sedan
Accord LX
4-Cyl Sedan
Accord DX
4-Cyl Sedan
Wheels 15 x 6 1/2 jj 15 x 6 1/2 jj 15 x 6 jj l5 x 6 jj 14 x 5 1/2 jj
Aluminum Steel w/Full Aluminum Steel w/Full Steel w/Full
Alloy Wheel Covers Alloy Wheel Covers Wheel Covers
Tires P205/65 R15 P205/65 R15 P195/65 R15 P195/65 R15 P195/70 R14
Accord EX
V-6 Coupe
Accord LX
V-6 Coupe
Accord EX
4-Cyl Coupe
Accord LX
4-Cyl Coupe
Wheels 16 x 6 1/2 jj 15 x 6 1/2 jj l5 x 6 jj 15 x 6 j
Aluminum Steel w/Full Aluminum Steel w/Full
Alloy Wheel Covers Alloy Wheel Covers
Tires P205/60 R16 P205/65 R15 P195/65 R15 P195/65 R15

2001 Honda Accord - Interior

Headroom (in., front/rear) 40.0/37.6
Legroom (in., front/rear) 42.1/37.9
Shoulder Room (in., front/rear) 56.9/56.1
Hiproom (in., front/rear) 54.9/54.1
Interior Volume (cu. ft.) 115.8
Passenger Volume (cu. ft.) 101.7
Trunk Volume (cu. ft.) 14.1
Headroom (in., front/rear) 39.7/36.5
Legroom (in., front/rear) 42.6/32.4
Shoulder Room (in., front/rear) 56.0/55.4
Hiproom (in., front/rear) 52.1/46.1
Interior Volume (cu. fL) 106.3



Honda designers chose exclusive airline business-class seating for the conceptual design model for the Accord Sedan interior. Business class was selected as it provides a balance of roominess, comfort, quality and efficiency.


For the sportier and more individualistic Coupe, Honda designers wanted the interior to exude the feel of a casual but modem living area: loose, open and bright, emphasizing the casual, fun side of the Accord.

Only the Sedan's instrument panel and center console are shared by the Coupe interior. Exclusive colors and fabrics lend an elegant feeling to the interior. The door liners are highly sculpted, with a V-shaped, sloping armrest in front hous-ing the power window switches. The V shape carries back to the rear as part of a triangular fabric insert, and the padded upper portion above the insert wraps around the upper interior, creating a strong character line.

A manual seat height adjustment, with separate front and rear cushion adjusters, is standard on Accord LX models. A 2-way power height-adjustable seat is standard on 4-cylinder Accord EX models, and Accord V-6 models have an 8-way power seat.

A fold-down center armrest with two beverage holders is standard on LX and EX models and the armrest also incorporates a center pass-through for long items such as skis. In addition, the entire rear seatback will fold down when additional cargo-carrying capacity is required.

The rear-seat center position has a lap/shoulder seat belt with a locking retractor mechanism for child safety-seat installation.


The Coupe front seats provide the support necessary to keep with the performance orientation of the vehicle, without sacrificing practicality or driver comfort. The thigh support of the cushion has been lengthened so as to provide necessary support without applying undue pressure, and the cushion fans out from the hip area to the mid-thigh area for improved comfort, especially on long drives.


The 8-way power driver's seat on the Accord V-6 Coupe has a power recline feature that moves the seat to the extreme forward position when the release lever is raised. When the seatback is returned to the upright position, the seat glides back to its original position.


The lower portion of the door trim uses a scuff-resistant plastic.

All four doors of the Sedan have storage pockets in the liner. Storage pockets/ cupholders are built into the liner of the Coupe's rear seating area.


The instrument panel features a two-tone finish, with a dark upper portion and a lighter-colored lower area. The panel is sloped so that both primary and secondary controls are within easy reach.

The passenger side of the instrument panel houses the SRS unit, a ventilation outlet and a large glove compartment with a fold-down lid.


Instruments and gauges are housed in a hooded pod directly in front of the driver. The panel is dominated by a large central speedometer with a tachometer just to the left. Fuel and temperature gauges are to the right of the speedometer and all gauges feature large, easy-to-read numbers and large, luminescent pointers.

The instrument display also houses an automatic shift position indicator and various warning and status lights for SRS, ABS. oil pressure, battery, etc. The odometers are an LCD type, controlled by a CPU, as are the panel lighting and dimmer function.


Power door lock and power window controls are located on the driver's door armrest. A lockout prevention function will not allow the doors to be locked if the key is still in the ignition and the driver's door has been opened.


The 80-watt audio system in the Accord features a compressor/expander system. The compressor equalizes bass and high frequencies so that they are more audible while driving. The expander portion of the circuit restores dynamic range to FM signals. In addition, equalization has been set to match the equalization preferred by FM broadcast stations and U.S. recording studios.


CPU-controlled functions in the Accord such as the various warning systems, illumination intensity, defroster timing, intermittent wipers, power windows, the remote-control security system, auto headlight-off-system, etc., are divided among three separate CPUs. Communication between the CPUs is via a multiplex data bus. This takes con-siderably less wiring, and is quicker and easier to install and easier to service.


The radio-frequency remote entry system on EX Accords will lock the doors and activate the alarm system. Pushing the control's Unlock button will unlock the driver's door. Pushing it a second time will unlock all the doors. There is also a separate button for unlocking the trunk and a panic button that will set off the alarm system.


An auto-off headlight function is standard on Accord EX models. If the driver takes the key out of the ignition and exits the Accord with the headlight switch still on, the headlights will remain on for 15 seconds, then shut off. This is convenient if the driver wants illumination while unlocking a house or gate. Activating the remote-control security system to lock the doors will turn the headlights off, and using the remote to unlock the door will turn the headlights on again. A chime reminds the driver that the headlight switch is still in the on position.


Honda LX and EX models feature a variable intermittent wiper system that automatically slows down as vehicle speed decreases and speeds up as the vehicle speeds up. When set on the fastest intermittent setting, the wipers move continuously when the vehicle is at low speed and slow down to one action every four seconds when it is barely moving or stopped.


The steering wheel on Accord V-6 models uses a cast-aluminum hub and core. The aluminum wheel saves weight compared to a conventional steel unit. A vibration-absorbing dynamic damper is built into the wheel.

The driver's side SRS module is also housed in the steering wheel and uses a non-azide-type propellant.

The cruise-control Set and Resume buttons are located on the steering wheel on LX and EX models. Accord EX V-6 models also have remote radio controls located on the steering wheel.


The Accord uses the entire center of the wheel as the horn switch. In place of a conventional electric switch, the Accord's horn switch is a membrane type, spanning the entire center of the wheel.


On Accord LX and EX models, a convenient push-to-open sunglass storage has been incorporated into the headliner module that houses the map lights and their switches.


The Accord V-6 EX features a HomeLink® universal garage-door opener. The opener is built into the overhead map-light module and can be programmed with the codes of up to three remote-control devices, such as a garage-door opener, home security system, etc.


A sliding extension is incorporated into each sun visor on LX and EX models. When the sun visor is used to shield the driver and passenger from glare coming in the side windows, the sliding visor can be extended to block an approximately 4-inch-long area not covered by the main visor.

The main sun visors have also been redesigned so that the gap between the visor and windshield A-pillar is reduced to less than a half an inch when the visor is flipped down.


A single lever now opens both the fuel filler door and the trunk (the older system used separate levers for each function). To open the trunk, the driver pulls the lever upward; to open the fuel filler door, the driver pushes the lever down.


The center console has a large front pocket for storage of loose items. Two beverage holders are located under a door near the center of the console and the built-in center armrest incorporates a large two-level storage console. The upper level has a tray for small items, such as sunglasses, and is hinged. Lifting the upper tray reveals a larger, 335-cu. in. lower storage compartment, large enough to accommodate a 6-disc CD changer.


The HVAC (Heating, Ventilation and Air Conditioning) system has been completely redesigned so that it is quieter, more efficient and easier to use. Air-conditioning cool-down time has been reduced by over 30%. Cabin air distribution has also been improved.

The system is controlled by a CPU and features larger knobs and buttons. Accord EX V-6 models feature an automatic air-conditioning system that will maintain a constant, pre-selected temperature.


The air-conditioning system of the Accord features a Micron-Air Filtration System capable of filtering virtually 100% of the particulate matter eight microns or larger (the size of most pollen) and about 40% of particles down to 0.3 microns in size (about the size of diesel emissions).

2001 Honda Accord - ULEV Engine and Transmission


The ULEV (Ultra-Low Emission) engine used on the Accord EX model with automatic transmission uses several new technologies to achieve its remarkably low emissions output. In addition to the electronic EGR control and lean combustion afforded by the VTEC swirl-combustion process, the ULEV engine uses precise air-fuel control made possible by a Linear Air-Fuel sensor, secondary oxygen sensor, high-performance catalyst and new 32-bit fuel-injection microprocessor.

A special low heat-mass exhaust system and underfloor catalyst aid in achieving a lean air-fuel mixture during the critical warm-up period of engine operation.

The ULEV engine-programmed fuel-injection system is an adaptive type that uses a new 32-bit microprocessor Powertrain Control Module (PCM) with the capability to monitor and control the air-fuel ratio in each individual cylinder. In addition to the normal sensor inputs, such as throttle position, coolant temperature, air temperature, etc., the ULEV engine has two air-fuel ratio sensors: a linear air-fuel sensor in the exhaust manifold and a stoichiometric sensor between the front and rear beds of the underfloor catalytic converter.

The ULEV engine PCM can also compensate for mixture inaccuracies caused by fuel-droplet adhesion to the intake port walls during cold start-up (a major reason for a high level of unburned hydrocarbons during the warm-up cycle).

The ULEV fuel-injection system also utilizes the precise EGR control provided by the Accord engine's electronic EGR valve.

The ULEV engine uses a rotary air-control valve that also controls the Air-Assist Injection system, in place of the electric air-control valve and fast-idle valve used in the previous Accord.

The exhaust system solves the problem of passing combustion heat to the catalyst as soon as possible. Since a large mass of metal, such as a cast manifold, can act as a heat sink, the manifold is a dual-wall design made out of tubular steel. An air gap between the manifold's inner and outer walls insulates the system and ensures that exhaust heat continues to the catalyst. The manifold is a four-into-one branch design.

The ULEV Accord engine uses a 1.7-liter, high-efficiency catalyst. The catalyst is located under the floor and uses a substrate with a higher Palladium content and modified precious-metal layering. The cell number was increased to 600 cells per square inch for faster lightoff, while providing more surface area to convert hydrocarbons.


The Accord V-6 and 4-cylinder models benefit from a direct-control automatic transmission. The transmission shifts precisely with reduced shift shock, is compact and weighs less than the model it replaces. The transmission is produced in Honda's HTM (Honda Transmission Manufacturing) plant in Ohio.

The Accord automatic is a constant-mesh type, with three parallel shafts: input, intermediate and output. Shifting is electronically controlled and hydraulically actuated. Shift management is controlled by a 16-bit microprocessor. The new microprocessor's greater capacity is used to control two new linear-shift solenoids, that in turn control hydraulic pressure to the gear clutch packs.

A centrifugal hydraulic cancellation mechanism allows precise shift control by minimizing centrifugal hydraulic pressure in the clutch packs.

The 16-bit powertrain control module also receives throttle-position data electronically, making it possible to eliminate the throttle-cable-actuated hydraulic control used on previous Accord transmissions and resulting in lighter throttle pedal operation.

The 4-cylinder Accord transmission fits in a 22-mm shorter case than its predecessor, while the 6-cylinder transmission was lightened by some 2.3 kg, despite retaining the same external dimensions.

Gear noise reduction was achieved through a variety of improvements. The intermediate and output shafts are now held in place by three support bearings. This reduces shaft bending and maintains proper mesh contact even under load. Similarly, the gear-tooth mesh contact ratio has increased, which also further reduces gear noise.

The lockup torque converter helps minimize fluid-coupling slippage by mechanically coupling the engine to the transmission during certain driving modes, such as steady-state cruising. The benefit is better mileage. The lockup feature works in 3rd and 4th gears, and also maintains lockup in 3rd and 4th gears during deceleration. The design used in the Accord utilizes a longer torsion damper spring around the outer circumference of the lockup-clutch disc. The design absorbs vibration and judder better during engagement and allows for an extended lockup zone. The result is a smoother engagement and also an increase in efficiency, and therefore higher mileage.

Cruise control is governed by the auto-cruise control ECU in combination with the Powertrain Control Module, which operates the automatic-transmission and fuel-injection systems. The PCM determines when vehicle speed drops below the speed set by the cruise control and initiates the appropriate gear selection, if necessary.

The Accord 4-speed automatic transmission uses Honda's Grade Logic Control System. Grade Logic differs from more conventional computer-controlled shift programming in two important ways: It can determine certain vehicle driving situations and then, based on stored "shift maps," select the appropriate shift points for 3rd-gear/4th-gear upshifts and 4th-gear/3rd-gear downshifts. Four-cylinder engine Accords, equipped with the automatic transmission, have a 2nd-gear/3rd gear, 3rd-gear/4th-gear upshift, and a 4th-gear/3rd-gear, 3rd-gear/2nd-gear downshift sequence. This feature is especially useful when driving up and down long grades and when performance-driving.

A cable-operated, 5-speed manual transmission is standard on the Accord. Double-cone synchronizers on 2nd gear help minimize shift effort. A smaller diameter clutch lining further reduces shift efforts while maintaining durability.

2001 Honda Accord - Safety and Security

The Accord unit body, high-strength cabin and ladder-type subframe play key roles in helping it meet worldwide safety regulations for impact absorption and occupant protection. The frame uses straight-section box rails with a large cross-section. These carry impact energy more directly into the main frame structure without the need for stiffeners at changes in cross-section.

Additional reinforcement for managing offset-impact energy can be found in the roof side rails, side sills, A-pillar, Coupe B-pillar and front and side frame members.

Reinforcement for side-impact protection includes a strong center B-pillar with stiffening plate at its base, a strong crossmember in the floor, a strong A-pillar-to-A-pillar brace (steering hanger bracket), a strong bulkhead at the back of the passenger cabin and a stronger latch mechanism.

The doors are also reinforced for side impact and use twin side-impact beams in the front, a single beam in the rear door of the Sedan and an additional stiffener panel at shoulder height in each door.

The Accord meets or exceeds the following impact-related federal standards:

  • Full-frontal barrier impact at 30 mph
  • Angled-frontal (30 degrees right and left) barrier impact at 30 mph
  • Side-impact standards
    -- 33.5 mph angled impact (1997 U.S. govt. impact standards)
    -- 20 mph side-impact standard
  • Current 30 mph side-impact standards
  • Full-rear impact at 30 mph
  • Head-impact protection

An Immobilizer theft-deterrent system is standard on all Accord models. The system uses an ignition key with a built-in transponder. When the driver removes the key, the engine ECU (Electronic Control Unit) immobilizes the engine fuel injection and ignition, so the engine cannot be started. When the key is inserted, a radio signal from the ECU interrogates the transponder. If the code in the key and the code in the ECU agree, then the ECU will allow the engine to be started.

The key needs no batteries, as it receives what little energy it needs via the ignition/steering-lock unit that functions as a transmitter/receiver antenna. An indicator lamp on the instrument panel lets the driver know that the Immobilizer System has accepted the key.

Honda engineers designed the Accord so that it would be difficult to break into. The latch mechanism, operating rod and locks are protected by shields designed to prevent a slim-jim or other jimmying device from being inserted. A new window-sash design makes it more difficult to pry the window from the door frame, and a large, tamper-proof shield protects the hood latch.

2001 Honda Accord Prices and EPA Data



Accord DX Sedan 5-Speed Manual $15,400 25/31
4-Speed Automatic $16,200 22/29
Accord LX Sedan 5-Speed Manual $18,790 25/31
4-Speed Automatic $19,590 23/30
Accord LX Sedan with ABS 4-Speed Automatic $20,590 23/30
Accord LX V-6 Sedan 4-Speed Automatic $22,400 20/28
Accord EX Sedan 5-Speed Manual $21,400 25/31
4-Speed Automatic $22,200 23/30
Accord EX Sedan with leather 5-Speed Manual $22,550 25/31
4-Speed Automatic $23,350 23/30
Accord EX V-6 Sedan with leather 4-Speed Automatic $25,100 20/28
Accord LX Coupe 5-Speed Manual $18,790 25/31
4-Speed Automatic $19,590 23/30
Accord LX V-6 Coupe 4-Speed Automatic $22,400 20/28
Accord EX Coupe 5-Speed Manual $21,400 25/31
4-Speed Automatic $22,200 23/30
Accord EX Coupe 5-Speed Manual $22,550 25/31
with leather 4-Speed Automatic $23,350 23/30
Accord EX V-6 Coupe 4-Speed Automatic $25,100 20/28

Destination and Handling Charge is $440 per vehicle.