Honda accord crosstour 2010 reviews

Honda accord crosstour 2010 reviews DEFAULT

Honda Accord Crosstour

The Crosstour, basically a raised hatchback version of the Honda Accord, is a versatile vehicle for people who don't want an SUV. Like the Accord, the Crosstour has a slick, responsive powertrain, a steady ride, responsive steering, and a well-done interior. The raised ride height and swoopy styling both take a toll, however. Pushed to its handling limits, the Crosstour behaves more like an SUV than a sedan.


There are 8 recalls on this vehicle. Learn More.


As the philosopher Jagger said, “You can’t always get what you want.” Mick was right. What we want—what we’d love—is a Honda Accord station wagon. But Americans don’t buy wagons. Rather, some Americans buy some wagons, just not in high enough numbers to convince automakers to give us more traditional load luggers. Instead, Honda—like every other carmaker—sells crossover utility vehicles: car-based, raised wagons meant to look more like SUVs and less like Clark Griswold’s family truckster. The Accord Crosstour is the company’s entry into the somewhere-between-sedan-and-SUV segment, an Accord-based answer to Toyota’s Venza.

We previously tested an all-wheel-drive Crosstour, but this front-drive version is significant because it’s the closest to a regular V-6 Accord sedan. Be forewarned, though, that they’re siblings, not twins. For the Crosstour, the engineers at Honda increased the ground clearance to a Toyota Venza–matching 8.1 inches versus 5.7 for the Accord sedan. The hunchbacked Crosstour is two inches wider than an Accord sedan and roughly 300 pounds heavier. Because of the large cargo area, the Accord Crosstour is left looking like a sunbathing cetacean. Fortunately for the Crosstour, all this added junk in the trunk has only a modest fuel-economy penalty, with the front-wheel-drive Crosstour rated at 18 mpg in the city and 27 mpg on the highway versus 19/29 for an Accord V-6 sedan.

That comparison is apt, because under the hood you’ll find the same refined 3.5-liter six-cylinder as in the Accord V-6 sedan (no four-cylinder is available on the Crosstour), making 271 hp, and the same five-speed automatic transmission. At some point, Honda will have to keep up with the Joneses (or the Toyotas, GMs, and Fords) and offer a more bragworthy six-, seven-, or 8-speed gearbox, but the truth is that five are plenty here. The Crosstour’s gearbox is smooth, and the gears are spaced well enough for zipping away from stoplights as well as comfortable, quiet cruising on the highway.

Decent Power, Slower Steering

The Crosstour dispatches 60 mph in a respectable 7.2 seconds, the same 0-to-60 figure turned in by the all-wheel-drive version, which was 200 pounds heavier but aided by its off-the-line traction advantage. Like the Accord sedan’s, the Crosstour’s steering is light but direct. The steering ratio has been increased, though, which kills some of the precision, and the Crosstour’s rack feels less talkative, too. The ride is comfortable, but the handling is as disappointing as you’d expect from a vehicle seemingly inspired by the top-heavy, high-riding Imperial Walkers from Star Wars. In brisk cornering, there is significant body roll, and urgent braking will toss your cargo like a salad.

The interior is similar—if not identical—to the Accord sedan’s ahead of the second row. The instrument panel and the dash are shared, and that means the Crosstour is blessed with the same well-assembled, high-grade plastics as in the sedan. Unfortunately, this also means that, as in the current Accord sedan, drivers of the Crosstour must set sail on a sea of gray buttons seemingly organized to satisfy someone obsessed with symmetry rather than ergonomics. We believe that the navigation system, a $2200 option in our test car, is based on the same model that was standard on the Nina, Pinta, and Santa Maria. It has antiquated map graphics and slow input, and it was unable to find several locations that popped up instantly on a smartphone loaded with Google Maps.

And Now for the Bad News

But all of that—the stuff shared with the conventional Accord—is actually the good news. We get to the bad stuff when evaluating the Crosstour’s unique aspects, largely the cargo area. Go by the spec-sheet volume numbers, and all seems well. With the rear seats folded, the Crosstour can handle 51 cubic feet of cargo volume, a huge jump over the 14 cubic feet of trunk space in the Accord sedan. Of course, the sedan’s rear seats fold to swallow more stuff, but the open hatch of the Crosstour is more practical for larger items.

In practice, though, the cargo area is compromised by vertical plastic monoliths that hide the rear shock towers. They severely bite into the available width, meaning you can only take advantage of the Crosstour’s full 51.3 cubic feet of cargo volume if you’re hauling, say, a ginormous, shape-conforming bag of water. You could also carry many, many smaller items—400 canned hams, for example—arranged to fill the entire space.

It doesn’t get better. Visibility is just tolerable to the direct rear, with the sloping backlight providing a slim viewing area. Honda’s designers fitted a second, lower tinted-glass window, à la Toyota Prius (or Honda’s own Insight and CR-Z), which helps a bit, but that means there’s a big crossbar where the two pieces of glass meet. A rearview camera helps when backing up, but it comes only with the woeful navigation system. The Crosstour’s blind spots are gargantuan, too, the result of seriously chubby D-pillars. It’s not that you can’t see what’s in the blind spots; it’s that you have to be outside the car to do so.

Finally, the brakes have been swiped from the smaller, lighter CR-V, and the Crosstour’s extra weight makes them work extra hard for results that are merely adequate. Our tested stopping distance (70-to-0 mph took 188 feet) was comparable to the Toyota Venza’s, but the Crosstour’s brakes were prone to fade. We’re not talking about a problem that calls for congressional hearings, but stopping is not a confidence-inspiring affair.

All of this adds up to a compromised vehicle. Our tester came in at $3695 more than a comparable Accord sedan but doesn’t drive nearly as well, and the extra utility promised by the hatchback is actually pretty limited. Mick may have said, “You can’t always get what you want,” but he followed that optimistically with, “If you try sometimes/You might find/You get what you need.” And he was right. For shoppers in this category, it’s called the Pilot or CR-V.


VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 5-door wagon

PRICE AS TESTED: $35,550 (base price: $30,450)

ENGINE TYPE: SOHC 24-valve V-6, aluminum block and heads, port fuel injection

Displacement: 212 cu in, 3471 cc
Power: 271 hp @ 6200 rpm
Torque: 254 lb-ft @ 5000 rpm

TRANSMISSION: 5-speed automatic

Wheelbase: 110.1 in
Length: 196.8 in
Width: 74.7 in Height: 65.7 in
Curb weight: 3867 lb

Zero to 60 mph: 7.2 sec
Zero to 100 mph: 18.3 sec
Zero to 120 mph: 30.0 sec
Street start, 5-60 mph: 7.4 sec
Standing ¼-mile: 15.6 sec @ 92 mph
Top speed (governor limited): 121 mph
Braking, 70-0 mph: 188 ft
Roadholding, 300-ft-dia skidpad: 0.77 g

EPA city/highway driving: 18/27 mpg
C/D observed: 19 mpg


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Verdict: 2010 Honda Accord Crosstour 4WD

Not Pretty, but Plenty Practical

Honda FJR1300 ABS Full Overview

In a landslide vote, the staff has declared the Accord Crosstour an ugly vehicle. The staff later declared that tires are round and proper martinis are made with gin. All foregone conclusions, yes, but each equally worthy of our consideration.

In truth, the Crosstour's appearance was discussed more than any other aspect of the car. Nearly every log entry mentions it, and the entries are rarely flattering. Whether it's the Zamboni nose or the tucked-up tail, or the fact that those two don't work together at all, the staff had plenty to say about the Crosstour's sheetmetal. So there, we've made our case.

There's far more to a car than its outward appearance, and, once our editors stopped carping about the design, they found a few things to like about the big Honda. Much praise was given to the ample interior space, for passengers as well as cargo.

"I was pleasantly surprised by how much rear seat legroom there is," noted copy editor Zach Gale. "Too bad about the sloping roofline's effect on rear-seat headroom. Passenger room is where this Crosstour pulls ahead of our similarly priced long-term Acura TSX wagon. The TSX can hold more cargo, but if I were taking friends out to dinner, I know which vehicle I'd want to drive."

Though the Crosstour is down about 9 cubic feet of space on the TSX Wagon with the seats folded, many editors still appreciated the added space over an Accord sedan's. Several used the Crosstour for long road trips, dropping the seats and filling the hold. Senior editor Matt Stone even used it to haul tires. Truck Trend editor Allyson Harwood used it to haul press materials back from a trade show in Las Vegas, though she found that lighter items tended to slide around too much.

The road trippers also consistently commented on the interior noise levels. The Crosstour was unanimously praised for being quieter inside than an Accord sedan, though most staffers added that it could still be quieter. The ride quality also garnered much praise, with art director Mike Royer noting, "It's not heavy, but it has a safe heft to it. It's a solid vehicle with a solid feel -- a luxury you won't get in most of the hatchbacks out there today." The few editors who made use of its all-wheel drive capabilities in foul weather also attested to the Crosstour's sure-footedness.

While we found much to like beneath the Crosstour's polarizing skin, we had other concerns that were more than skin deep. That rakish roofline was cited by several editors as a hindrance to rearward visibility, because of its mile-wide D-pillars as well as its split rear window.

The navigation system was repeatedly dinged for its aged graphics and confusing user interface, though we appreciate Honda allowing the front-seat passenger to program a destination while the car is moving. And, as with many recent Hondas, the center stack drew criticism for its dreaded "sea of buttons" while the transmission took hits for its lack of manual shifting ability and the absence of a sixth gear.

If there was one thing we couldn't complain about, it was the Crosstour's reliability. The computer didn't ask for its first service until 8764 miles, which put us out $97.68 for an oil change, tire rotation, and inspection. A second service came due at twice the mileage and ran us $190.65 owing to a fluid change in the rear differential on top of the normal service. While we were there, we asked Honda to take a look at the brakes, as the car had been shimmying under hard braking. New front pads and turned rotors solved the problem for an extra $225.92. Honda also inspected the front passenger airbag per an outstanding recall at no cost.

The Crosstour may be Honda's answer to the Toyota Venza, but it's a vehicle much more sure of its place in the world. It isn't trying to be cool for the kids-it's aimed squarely at the age group that makes the majority of new car purchases. As Royer put it, "The Crosstour feels very adult." It's not pretty, it's not exciting, but it's comfortable and gets the job done. If its buyers aren't going to ask any more of it than that, why should we?

"First compliment on styling came from my 65-year-old neighbor, but there was tons of negative reaction before that. "
Brian Vance

"Big butts are usually a good thing-just ask J.Lo, Kim Kardashian, or Vida Guerra. But on a CUV? Hell, no. Every time I approached it, Sir Mix-A-Lot's 'Baby Got Back' jumped into my head. "
Emiliana Sandoval

"Guest driver and not-yet-jaded-by-the-car-parade consulting art director Darren Scott was immediately impressed with the roominess and comfort of the cabin. Scott proclaimed it 'a solid family motor,' which translates roughly from British English to American English as 'nice station wagon.' I agree. "
Mike Royer

Looks good! More details?
Our Vehicle
Base Price $34,730
Options Navigation ($2200)
Price as tested $36,930
Avg fuel economy 20.9 mpg
Problem areas None
Maintenance cost $288.83
Normal-wear cost $225.92
3-year residual value* $14,940
Recalls Front passenger airbag inspection/replacement
*Automotive Lease Guide
2010 Honda Accord Crosstour 4WD
ENGINE TYPE 60-deg V-6, aluminum block/heads
VALVETRAIN SOHC, 4 valves/cyl
DISPLACEMENT 211.8 cu in/3471 cc
POWER (SAE NET) 271 hp @ 6200 rpm
TORQUE (SAE NET) 254 lb-ft @ 5000 rpm
REDLINE 6800 rpm
WEIGHT TO POWER 14.9 lb/hp
TRANSMISSION 5-speed automatic
SUSPENSION, FRONT; REAR Control arms, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar
BRAKES, F;R 11.7-in vented disc; 12.0-in disc, ABS
WHEELS 7.0 x 18-in, cast alum
TIRES 225/60R18 100H M+S, Michelin Latitude Tour HP
WHEELBASE 110.1 in
TRACK, f/r 64.9/64.9 in
LENGTH x WIDTH x HEIGHT 196.8 x 74.7 x 65.7 in
WEIGHT DIST, f/r 58/42%
HEADROOM, f/r 39.5/37.5 in
LEGROOM, f/r 42.2/37.0 in
SHOULDER ROOM, f/r 57.8/56.2 in
CARGO VOL BEHIND f/r 51.3/25.7 cu ft


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2010 Honda Accord Crosstour Review

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2010 Honda Accord Crosstour Review

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