Buyers of the V-6 likely are more interested in its easy power, anyway.Įveryone can appreciate this car’s luxo-sled vibe, which is further enhanced by its standard six-speed automatic. Those who prioritize efficiency should opt for the four-cylinder, which has returned 30 mpg in our hands. That said, while the EPA rates the V-6 Accord at 21 mpg city and 34 mpg highway, we achieved just 21 mpg over 750 miles of mixed driving. The Honda six also features cylinder deactivation during light-load situations, which helps highway fuel economy, and we can’t say we ever felt or noticed it in operation. It’s quite smooth, too, nearly rivaling the syrupy silkiness of, say, a Mercedes-Benz V-6. The 3.5-liter V-6 makes 278 horsepower and 258 lb-ft of torque, enough to make easy work of the cut and thrust of daily traffic, and it has a nice growl that gains a bit of extra rasp above 5000 rpm or so, as the VTEC variable valve timing is activated. This is good for panic stops, though, especially for the sort of driver-read: most everyone-who is nervous about dipping too deep into the pedal travel. One annoyance: The braking system is a tad eager to activate ABS during hard driving. The brakes feel strong-this Accord’s 176-foot stop from 70 mph on all-season tires is par for the segment-and the obedient and easily modulated pedal imparts even more driver confidence. If there were such things as sommeliers for car chassis, this would be one they'd fetch from the back room for the best customers. The steering isn’t sports-car quick-who wants that in their family sedan?-but it is progressive, light, and tells the driver what’s happening at the front wheels, much like the steering we enjoy in many Audis. Turn the car into a bend and you get an immediate sense of obedience and unflappability, with what qualifies as a flat cornering attitude among its competitive set. Not only does the Accord soak up bumps like it’s suspended on ShamWows, it also nicely controls body motions when you decide to drive harder. Indeed, the wheel control of our top-spec V-6 Touring test car was stunning, with nary a judder or choppy motion detected even over broken pavement. Only the Volkswagen Arteon asks similar prices to the Maxima, and we think the Arteon better looking inside and out.MICHAEL SIMARI Your Finest Chassis, Please True, the Accord gives up 48 horses, but the Honda challenges the Mazda6 for driving enjoyment, and the Honda gets a proper ten-speed automatic and is more roomy to boot. Thanks to the Maxima's price bump, the 2022 Honda Accord Touring 2.0T is now $20 less expensive than the Nissan. The most expensive regular Toyota Camry, the XSE V6, is slightly more powerful with 301 hp and 267 lb-ft, but much better equipped as standard and costs $1,500 less than the entry-level Maxima SV. We're not sure what Nissan is doing with the Maxima, if anything. All of that is sent to the front wheels through an Xtronic continuously variable transmission. Power for all trims still comes from a 3.5-liter V6 putting out 300 horsepower and 261 pound-feet of torque. The Platinum goes for $43,525, which is $ 230 more than the 2021 version. The Maxima SR starts at $43,375 after destination, also up by $150. Add the $975 destination, and you're at $38,395. The entry-level 2021 Maxima SV starts at $37,240 which is $150 more than the same trim in 2021. Otherwise, nothing's budged but the price of the flagship sedan, which has gone up a touch. And that's all she wrote for material alterations. The Platinum trim gets heated rear seats standard for next year, and Scarlet Timber Tintcoat replaces Carnelian Red Tintcoat on the exterior palette. The 2022 Nissan Maxima heads into the 2022 model year with scant few changes from the 2021 model year.
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