1990-2025 Honda Accord Problems: 58 Known Issues

A recurring electrical issue involves faulty ignition switch operation and immobilizer-related stalling or no-start conditions. Complaints describe the green key light flashing, the engine shutting off while driving, intermittent no-starts, and dash/instrument power behaving erratically until the switch or related electronics are repaired.

9th generation Accord (2013-2017) experiences premature starter motor failures; most 2013 owner complaints involve the 2.4L engine. On 2013-2016 V6 automatics, Honda service bulletin 16-002 says the clearance between the starter motor gear and the torque converter ring gear is not optimal, causing the starter to grind or spin at startup. Additionally, the starter solenoid fails prematurely at 60,000-120,000 miles. Initial symptoms are grinding on cold morning starts that progresses to intermittent no-start, then complete starter failure. The 2.4L starter is also vulnerable to oil contamination from the rear main seal area.

A software error in the body control module (BCM) can intermittently or continuously disrupt its communication with other components, turning on several warning indicators and making one or more electronic systems malfunction. Honda lists inoperative windshield wipers, defroster, rearview camera or exterior lighting, which can increase the risk of a crash, and says the car may not automatically shift into Park under certain conditions, which can let it roll away if the parking brake is not set. It affects 2018-2020 Honda Accord sedans and 2018-2020 Accord Hybrids built from the start of production through March 20, 2020 (Honda recall X95, NHTSA 20V-771); Honda says BCM programming was improved from April 2020 production. Only a Honda dealer can confirm by VIN whether the update has been done.

Four-cylinder 5th/6th-gen Accords use a cam-driven distributor that houses the ignition coil, igniter (ignition control module/ICM), and pickup inside one unit. The internal igniter and coil are heat-sensitive and commonly break down as the engine warms, causing intermittent misfire, hard starting, cutting out, and stalling that often restarts once the unit cools. Distributor cap/rotor wear and a leaking distributor front oil seal are related complaints. Because the coil, igniter, and pickup are all inside the housing, owners frequently chase individual parts before replacing the whole distributor.

1997-1999 Honda Accords are among the vehicles named in NHTSA recall 02V120000. The problem is wear inside the ignition switch: the high electrical current that flows through the switch each time the Accord is started degrades its electrical contacts. Degraded contacts can cut power to the engine, causing an unannounced stall while driving and increasing the risk of a crash. The recall covers roughly 1,000,000 vehicles campaign-wide across Honda and Acura sedans, coupes, hatchbacks and SUVs — that total is for the whole campaign and should not be read as an Accord-only figure.

Electrical contacts inside the ignition switch wear prematurely and can overheat/malfunction, causing intermittent stalling, accessory loss, or no-crank. Separately (and the subject of a formal safety recall on automatics), worn ignition-cylinder/interlock components let the driver turn the key to OFF and remove it WITHOUT the transmission being in PARK — if the parking brake isn't set, the car can roll away. Honda ran multiple NHTSA campaigns covering the late-90s Accord for the switch/interlock issues.

The first-generation Accord Hybrid (2005-2007, V6 IMA) suffers from deterioration of the NiMH Integrated Motor Assist (IMA) battery pack. As cells lose capacity, owners get the IMA warning light and a check-engine light with battery-deterioration codes, weak/uneven acceleration, frequent gas-engine restarts, and degraded fuel economy. Replacement packs were quoted around 2,500-2,600+ USD, which often exceeds the car's value. This is the legacy IMA-pack failure, distinct from the modern Accord Hybrid PCU/inverter cooling and power-loss items.

The 12-volt battery management (state-of-charge) sensor clamped on the negative battery cable is not sufficiently sealed against moisture. Road salt/water intrusion corrodes the sensor and can cause an internal electrical short; the shorted sensor heats through resistance and can produce under-hood smoke or a fire. Honda recalled roughly 1.15 million 2013-2016 Accords (NHTSA 17V-418) after four salt-belt engine-compartment fires. This is distinct from ordinary parasitic drain — it is a documented fire-safety defect.

Owners report the 12-volt battery going flat after the car sits for a few days and having to replace batteries repeatedly; one owner on a fourth battery reports warning lights coming on and the brake pedal not staying down when the car fails to start. A 2021 class-action lawsuit alleges parasitic battery drain on 2016-2019 Accords. The owner reports linked here are from 2018 Accords; the 2021 lawsuit names 2016-2019 Accords. The cause is not identified in these sources and may differ from car to car. Mileage when it happened, as stated in the linked owner reports: 6,403 miles on a 2018, 14,000 miles on a 2018 and 46,000 miles on a 2018.

2016-2017 Accords with the upper Display Audio screen suffer frequent infotainment faults: the screen freezes, the unit spontaneously reboots, the whole system goes blank, audio drops out, and Apple CarPlay shows distorted/garbled visuals or fails to connect. Honda issued Service Bulletin 16-059 addressing numerous software issues (blank screen, reboots, freezing, no sound, Bluetooth/XM faults) on 2016 EX, EX-L and Touring trims; the bulletin names 2016 cars only, so 2017 owners should ask a Honda dealer whether the update applies to their car. Owners also suspect an underlying head-unit overheating/cooling design flaw that aggravates CarPlay crashes. While not a safety recall, it is one of the most-reported complaints for these model years.

The alternator (or its integrated voltage regulator) commonly wears out around 100,000-150,000 miles, showing a battery/charging warning light, headlights and dash lights that dim at idle and brighten with revs, and eventually a no-start from a dead battery. On 2013-2016 cars the battery sensor is also under recall 17V-418 (moisture can enter the sensor case and short it, a fire risk), so the charging fault must be pinpointed before parts are replaced.

7th generation (2003-2007) Accords are well known for backlight failure on the upper multi-information display (radio/climate-control info) and dimming or dead gauge-cluster illumination, where individual LED/bulb segments burn out and leave portions of the display dark. The condition was common enough that Honda issued Service Bulletin 04-027 (all 2003 and some 2004 Accords with the in-dash 6-disc audio unit) and extended coverage to 7 years/100,000 miles. A blown fuse (commonly #23 IGP in the under-dash box) can also kill the cluster entirely. Beyond inconvenience, an unreadable speedometer/odometer at night is a real driving hazard.

The cable-drive window regulators use thin steel cables and plastic guide clips that fray, snap, or crack. When they let go, the glass tilts/binds, makes a grinding or popping noise, stops moving, or drops down into the door and gets stuck out of sight — a security and weather problem. It is a widespread complaint across both the 2008-2012 and 2013-2017 Accord generations.

This overlaps with the well-documented Takata inflator recalls and earlier passenger airbag inflator defects, with owners reporting long waits for parts and uncertainty about whether airbags would deploy safely in a crash.

NHTSA is investigating reports that the Collision Mitigation Braking System (CMBS) activates with no apparent obstruction ahead, causing sudden deceleration. Honda's current bulletin 26-091 (version 2) provides a Honda Sensing software update that changes when, and how much, Adaptive Cruise Control, CMBS and Road Departure Mitigation slow the car. Honda product update 26-091 covers 2018-2020 Accord and Accord Hybrid (all trims) shown as eligible by VIN. NHTSA engineering analysis EA24-002 covers 2018-2022 Honda Accords (and 2017-2022 CR-Vs). Only a Honda dealer can confirm by VIN whether a car is eligible.

Several complaints describe the ignition key being removable without the transmission actually being in Park, or the car rolling away after the key is removed. This points to a failure in the shift interlock/ignition interlock mechanism, creating a significant rollaway hazard if the vehicle is left in gear or not fully engaged in Park. The 2000 Accord is covered by Honda safety recall 05V025 for the ignition-park interlock.

Certain 2023-2024 Honda Accord and Accord Hybrid sedans are part of NHTSA recall 24V859000, in which the driver's seat cushion frame may not have been tightened properly at the factory. When that happens, the driver's seat can be left unsecured. Honda submitted the recall as a failure to comply with Federal Motor Vehicle Safety Standard No. 207, "Seating Systems" — the federal standard that governs how seats must be anchored. The practical risk NHTSA cites is crash performance: an unsecured driver's seat may not adequately restrain the driver during a crash, increasing the risk of injury. Note that this is an assembly defect on a handful of cars — 121 vehicles across the entire campaign, all models included — so the vast majority of Accords of these years are unaffected.

NHTSA recall 20V027000 names the 2000 Honda Accord Coupe and Accord Sedan. It applies only to cars that received a replacement driver frontal air bag module as part of a vehicle repair — the module fitted after that repair, not the original. Honda identified a manufacturing issue in the NADI inflators used in those replacement modules that allows them to absorb moisture. The result can go one of two ways when the air bag is called on: the inflator ruptures, potentially sending metal fragments at the driver or other occupants, or the cushion underinflates and does not properly protect the occupant. There is nothing an owner can see or hear in normal driving that reveals which Accords carry an affected inflator. The campaign covers 875,966 vehicles in total across all the models it includes.

Both body styles of the 1998-2000 Honda Accord — Coupe and Sedan — are named in NHTSA recall 20V026000. These Accords use a Non-Azide Driver airbag Inflator (NADI) for the driver frontal airbag. NADI inflators contain no phase stabilized ammonium nitrate (PSAN) propellant, so this recall is separate from the PSAN inflator campaigns that have also affected Honda vehicles; an Accord can be subject to more than one airbag recall. The problem is a manufacturing issue that allows the inflator to absorb moisture. Should the driver airbag deploy in a crash, the affected inflator may rupture and drive metal fragments at the driver or other occupants, or it may underinflate the cushion so that it does not properly protect the driver. NHTSA describes both as increasing the risk of serious injury or death. Honda's filing counts 1,439,841 vehicles in total, across every Honda, Acura and Isuzu model in the campaign, not just the Accord.

The driver and front passenger seat belt buckle channels were made out of specification and interfere with the release button; with use the channel coating can wear and the button can shrink against the channel in cold weather, so the buckle may not latch. A belt that does not latch may not restrain the occupant properly, increasing the risk of injury. The recall covers certain 2018-2019 Honda Accord sedans built from September 21, 2017 to June 12, 2019, and certain 2018-2019 Accord Hybrids built from March 19, 2018 to April 30, 2019 (NHTSA recall 23V158). The same recall covers some CR-V, Odyssey, Insight and Acura RDX models. Honda estimates about 1% of the 448,613 recalled vehicles have the defect; the population is not sequential by VIN, so only a Honda dealer can confirm by VIN whether a car is included.

The 11th generation Accord (2023+) introduced an updated Honda Sensing suite with front radar and front camera. Multiple software bugs affect the system: (1) Lane Keeping Assist System (LKAS) makes abrupt steering corrections, especially near construction zones and highway lane markings. (2) Adaptive Cruise Control (ACC) brakes unnecessarily at overpasses, parked cars, and vehicles in adjacent lanes. (3) The Traffic Jam Assist cuts out unexpectedly. Honda has released several OTA (over-the-air) software updates addressing these issues. Drive Accord members recommend checking for pending software updates at every dealer visit. NHTSA has received complaints relating to false frontal collision warnings.

Certain 2018 Accord sedans (about 232,140 units together with the 2019 Insight) shipped with the wrong rearview-camera display software. The image that should appear when backing up may fail to display, and the screen can go blank after certain usage events; restarting the vehicle does not restore the image. A non-functioning backup camera increases crash risk and made these vehicles non-compliant with FMVSS 111, prompting NHTSA recall 18V-629 (Honda recall codes K2G/V2F).

The 8th generation Accord V6 (3.5L J35Z2) with Variable Cylinder Management (VCM) deactivates 3 cylinders at highway speeds, causing excessive oil consumption (1 quart per 1,000-1,500 miles), misfires, and accelerated engine vibration that damages engine mounts. When VCM deactivates cylinders, insufficient ring pressure allows oil to bypass rings into combustion chamber. The class action lawsuit (Soto v. American Honda, filed 2012) covered about 1.6 million VCM vehicles. Honda settled in 2013, providing an 8-year, unlimited-mileage extended warranty for repairs related to VCM-caused misfires and spark plug fouling. Many owners in the Drive Accord community disable VCM immediately upon purchase.

The 3.5L V6 J35 engine in the 8th generation Accord uses a rubber timing belt (not chain) on an interference engine design. Timing belt failure causes catastrophic and irreparable engine damage - valves contact pistons and the engine is destroyed. Honda recommends replacement at 105,000 miles or 7 years, whichever comes first. This is the #1 overlooked major service item on used 8th gen Accords. Water pump is driven by the timing belt and must be replaced simultaneously. Many owners purchasing used V6 Accords are unaware this service is due and are blindsided by the cost.

Engine complaints include reports of the balance shaft seal popping out and timing-related component failures that can lead to oil loss, stalling, or engine damage. Owners describe the balance shaft seal pop-out as a known defect on the four-cylinder engine, and one complaint also references a tensioner bearing issue that caused the engine to stall after the timing system was affected.

Every 1990s Accord four-cylinder (F22/F23) and the J30 V6 uses a rubber timing belt, and all are INTERFERENCE engines: if the belt snaps or jumps, pistons strike open valves and cause major internal damage (bent valves, often piston/head damage). The four-cylinders also drive a separate balance-shaft belt that must be replaced at the same time. Because these are now 25-35 year old cars, many are running on original or unknown-age belts — the single most consequential neglected-maintenance failure on the platform.

Honda bulletin 12-087 documents oil-control-ring deposits and excessive oil consumption in certain 2008-2011 Accord four-cylinder vehicles. Eligibility is VIN-specific. Low oil and oily plugs warrant investigation but do not alone identify the cause.

On the 2.4L K24 Accord, P0016 (crank/cam correlation, Bank 1 sensor A) means the camshaft and crankshaft positions no longer line up within spec. On these engines the dominant real-world causes are a stretched timing chain and a worn/sticking VTC (Variable Timing Control) cam-phaser actuator, frequently aggravated by low or dirty oil that starves the oil-fed VTC system. Because the actuator uses oil pressure to phase the intake cam, sludge, low level, or extended oil-change intervals let the actuator drift and the chain stretch, throwing off correlation. A common misdiagnosis is replacing only the cam/crank sensor when the underlying issue is the chain and actuator.

Owners report that the engine oil on 1.5-liter turbo Accords smells of gasoline and reads above the full mark on the dipstick, and two 2018 owners report oil analyses showing high fuel content. Owners say dealers called it normal or did not recognize a problem. The owner reports come from 2018 and 2019 Accords, almost all with the 1.5L turbo engine (LX, EX, Sport and Touring trims named in the reports); one 2018 owner of a 2.0L EX-L also reports mechanics finding gasoline in the oil. No Honda finding for this model was found. Mileage when it happened, as stated in 6 of the linked owner reports: from 2,150 to 9,998 miles.

8th generation V6 Accords with Variable Cylinder Management (VCM) wear out their hydraulic (active) engine mounts prematurely. As the engine switches between 3, 4 and 6 cylinders, the resulting torque pulses stress the front and passenger-side hydraulic mounts, which leak their fluid and collapse. The result is pronounced vibration at idle and in gear, plus a clunk/thud on acceleration, deceleration and shifting. RepairPal logs this as a recognized Accord complaint (200+ reports). It is the mount-wear symptom of the VCM platform, separate from the VCM oil-consumption issue.

This is the classic K24 Honda defect: on cold start the engine emits a loud ~2-second grinding rattle, and the PCM may set P0011 (intake camshaft timing over-advanced / system performance, Bank 1). Inside the VTC (Variable Timing Control) actuator a locking pin sits in the wrong position at start-up because oil drains out of the actuator when the engine is shut off; the actuator drags on the cam until oil pressure builds, letting the timing chain lash against the tensioner and guides — producing the rattle and the over-advanced cam-timing reading. Honda documented this in Service Bulletin 09-010 (2008-12 Accord L4, 2007-13 CR-V, 2012-13 Crosstour), and it was the subject of a VTC-actuator noise lawsuit that included the 2012 Accord L4. The condition also causes unstable idle, hesitation, and reduced fuel economy.

Some 1998-2003 Accord V6 engine blocks were cast with microscopic porosity in the aluminum, allowing engine oil to weep through the block casting itself. Because the leak is through the casting rather than a gasket, it can be hard to pinpoint and reappears after gaskets are replaced. Honda released Service Bulletin 01-009 (V6 Engine Oil Leaks) covering the 1998-2003 Accord V6, 1999-2003 Odyssey and 2003 Pilot, and has offered repair assistance on a case-by-case (goodwill) basis. RepairPal documents this as a recognized Accord powertrain concern.

High-mileage 1990s Accord four-cylinders commonly develop a puff of blue smoke on cold startup: worn valve-stem seals let oil seep past the valves into the combustion chamber while the car sits, and it burns off the first minute after start. Separately, the valve-cover gasket hardens and leaks oil onto the exhaust manifold, producing a persistent burning-oil smell under the hood and can foul plugs/wells. Together these are the typical age-related oil-consumption complaints on the F22/F23 engines.

On the 2000 Accord V6, the automatic transmission can fail, with harsh or erratic shifting, flashing gear indicators, slipping, and sudden loss of drive. Multiple complaints describe the car dropping into near-standstill operation while moving, repeated rebuilds or replacements, and dangerous failures in traffic.

Early Honda Accord CVTs are widely reported to shake or judder on light acceleration from a stop. Honda acknowledged the problem in Service Bulletin 13-053, which says the CVT needs hardware and software updates.

Due to a software error, the integrated control module (ICM) central processing unit (CPU) may reset while driving, causing a complete loss of drive power. The supplier did not fully understand component specifications when developing fault detection software, leading to false CPU error detection. Honda recalled over 256,000 Accord Hybrids for this issue.

The Honda 4-speed automatic in the mid-to-late 1990s Accord is prone to slipping and outright failure, typically around/after 100,000 miles. As the internal clutch material wears, debris circulates in the fluid and clogs the shift solenoids, causing harsh or delayed shifts, flaring, and eventual loss of drive. The V6 automatic (2.7L C27A4 in 1995-1997, 3.0L J30A1 from 1998) is especially notorious, and the failure mode carried through the 1998-2002 generation's V6 cars, which became one of Honda's most infamous transmissions of the era. Owners who never serviced the fluid (Honda ATF, about every 30,000 miles) fare worst.

Owners report hard or jerky low-gear shifts, including second-to-third shifts and jerkiness in slow traffic. These are owner experiences, not a Honda finding of one common internal fault. It affects 2018–2019 Accord 2.0T cars with the Honda ten-speed automatic, not the 1.5T CVT, manual or Hybrid.

The electric power steering system experiences sudden failures, causing unexpected increased effort to turn the steering wheel. The issue stems from a faulty torque sensor (DTC 53), or on 2013-2015 cars a torque-sensor magnet that can come loose because of a poor adhesive and shift on the steering column, which can make the torque sensor produce unwanted steering input that pulls the wheel to the left or right. Honda issued TSB 15-056 and extended the warranty.

The passenger-side front subframe/K-member area can corrode severely, which owners often attribute to A/C drain routing.

Recall 99V069000 covers 1997 and 1998 Honda Accords for a front suspension lower ball joint that can wear out prematurely. The worst-case outcome named in the recall is the ball joint separating, which lets the front suspension collapse. From behind the wheel, NHTSA says the condition produces vehicle deceleration and a sudden loss of power, together with reduced steering controllability. Two points matter for an Accord owner: this is a wear-out failure, so an unrepaired car stays exposed over time, and the fix is a factory-paid replacement rather than a maintenance item you shop for. The recall's 124,875 units is the total for the whole campaign across all covered vehicles.

The small ball joints in the front stabilizer (sway bar) end links wear and develop play, producing a clunk or rattle over bumps and rough roads — the most common source of a front-end knock on the Accord. Worn front lower control-arm compliance bushings can contribute to a similar clunk and should be inspected at the same time. It is a normal wear item that tends to appear earlier than owners expect.

The impeller inside the in-tank low-pressure fuel pump can absorb fuel and deform until it interferes with the pump body, and the pump can then stop working. Honda says an inoperative pump could prevent the engine from starting or stall it while driving, increasing the risk of a crash; the check engine light may come on. It affects certain 2018-2022 Honda Accord sedans built with the affected Denso fuel pump modules. Recall 21V-215 (2019-2020 Accord and 2019 Accord Hybrid) and the expansion 23V-858 (Honda KGC/KGD, whose full recall population spans 2013-2023 Accord 4-door gasoline and 2017-2020 Accord Hybrid models) list the 1.5T and 2.0T Accord pump modules. The earlier recall 20V-314 (2018-2019 Accord) lists only the 2.0T module. Not every car in those years is included; the populations are not sequential by VIN. Only a Honda dealer or Honda's recall lookup can confirm by VIN whether a car is included and whether the repair is done.

American Honda has recalled 2023-2024 Accord and Accord Hybrid sedans because the high-pressure fuel pump on these cars may crack and leak fuel. Fuel escaping from a cracked high-pressure pump ends up in the engine bay, and NHTSA states the consequence plainly: a fuel leak in the presence of an ignition source can increase the risk of a fire. NHTSA campaign number 24V763000 (Honda's internal recall number is PJW) covers 720,810 vehicles campaign-wide - that figure spans every model included in the recall, not the Accord alone. Owner notification letters for the campaign were mailed February 20, 2025, so an Accord that changed hands since then may have an owner who never received one.

Brake complaints include burst hydraulic lines, sudden pedal drop to the floor, poor stopping response, and repeated reports of severe underbody corrosion affecting brake components. While not as numerous as transmission or airbag complaints, the pattern is safety-critical because several owners describe near-crash or crash events after abrupt loss of braking force.

8th generation Accords (and some 7th/9th gen) are prone to rear brake calipers that seize: the caliper slide pins corrode and stop moving freely, or the piston sticks, so the pads drag against the rotor. This causes the rear brake pads to wear out far faster than the fronts (sometimes in well under 20,000 miles), uneven wear, and overheated rotors. The defect was significant enough that a class action (Browne v. American Honda) covered premature rear-pad wear on 2008-2009 Accords and 2009 Acura TSXs, plus some early-built 2010 Accords and TSXs. Road salt and infrequent parking-brake use accelerate the seizing.

On 2003-2007 V6 Accords the power-steering high-pressure hose deteriorates from prolonged under-hood and fluid heat, cracking and leaking. Beyond loss of power-steering assist, leaking fluid can spray onto the hot catalytic converter/exhaust and cause smoke or an under-hood fire; at least one engine fire was reported. NHTSA safety recall 12V222000 (a 2012 expansion) covered roughly 573,000 model-year 2003-2007 V6 Accords. A separate common complaint on these cars is a loud pump whine caused by the hardened power-steering inlet-hose O-ring sucking air.

8th generation Accords (especially V6) commonly lose A/C because the compressor clutch fails to engage. The magnetic clutch coil opens (loses continuity) or the clutch air gap widens with wear, so the clutch plate no longer pulls in when the A/C is requested - the compressor pulley spins but the compressor never turns. A failed high/low pressure switch or the 7.5A MG-clutch fuse can produce the same no-engage symptom. The result is warm air from the vents even with a full refrigerant charge. This is the compressor-clutch engagement failure, distinct from the refrigerant-loss condenser-leak issue.

Honda says the A/C condenser on affected cars was not manufactured to specification, so corrosion can form tiny holes in the condenser tube walls that let the refrigerant leak out. It applies to 2018-2020 Honda Accord vehicles shown as eligible by VIN (Honda bulletin 21-018), and 2018-2020 Accord Hybrids have a matching warranty extension under bulletin 21-015. It does not cover a condenser damaged by a foreign object, or any car ever declared a total loss, sold for salvage or given a branded title.

The small electric air-mix (blend), mode, and recirculation door actuators bolted to the HVAC housing wear out, producing a repetitive clicking/knocking sound from behind the dash and incorrect output — one side blowing hot while the other blows cold, air that won't change temperature, or a recirc/mode function that no longer responds. The main/driver-side air-mix actuator is the most common failure on 8th and 9th gen cars.

Accords are a frequent source of P0420 (Bank 1 catalyst below threshold) and, on the J-series V6 with its dual converters, P0430 (Bank 2). While high-mileage catalyst aging is normal, on these cars failures are often accelerated by upstream oil consumption — the K24 sticking-piston-ring oil burn and the V6 VCM oil consumption saturate and poison the catalyst — so a 'bad cat' code is often a symptom of an oil-control problem. A lazy downstream O2 sensor mimics the same code and wastes a cat replacement if not ruled out first.

On the Honda Accord, P0442 (small EVAP leak) is one of the most common check-engine triggers and almost always traces to one of three components in order of likelihood: the fuel cap, the engine-bay canister purge valve, or the under-car canister vent solenoid. The gas cap's rubber O-ring hardens, cracks, and stops sealing with age (aftermarket caps are a frequent repeat offender on this model). When the cap is good, the electric canister purge valve (which sticks or leaks internally) and the vent solenoid are the next suspects. A common Honda giveaway is a P1457 or P0451/P0456 stored alongside P0442, which points to the canister vent-side hardware rather than the cap. Because the leak is small, it is often intermittent and may set after refueling.

The EVAP canister purge control solenoid on the intake manifold sticks open, throwing evaporative-system codes — commonly P0496 (EVAP flow during a non-purge condition), P0441 (incorrect purge flow), or a large-leak P0455 — and causing rough idle, hard/rough starts right after refueling, and a faint fuel smell. A worn or non-OEM gas cap is the first thing to rule out for P0455; if a genuine cap doesn't clear it, the purge valve is the usual culprit. The under-car vent solenoid at the charcoal canister is a secondary leak source from corrosion.

Honda says the area up to 30 mm from the outer edge of the windshield is susceptible to cracking, so a stress crack can start from the edge of the glass with no sign of an impact. It affects all 2018-2019 Honda Accords, plus early-built 2020 Accord 1.5T, 2.0T and Accord Hybrid trims within the VIN ranges in bulletin 20-118 (the bulletin also lists a 2021 Accord Hybrid EX-L VIN range). It does not apply to cracks from debris or other impacts, or cracks in other locations.

The 9th generation Accord (2013-2017) in Taffeta White (NH-578) and White Diamond Pearl (NH-788P) paint colors suffers from premature clearcoat failure. The paint system delaminates, starting as small bubbles and progressing to large peeling sections. Honda's paint warranty normally covers 3 years/36,000 miles; Honda's Taffeta White warranty extension (service bulletin 19-055) covers only the 2013 Odyssey and 2013-15 Pilot, not the Accord.

Honda asked dealers to report 2018-2022 Accords with door-lock function problems: locks that will not work from the key fob or the door switch, walk-away auto lock not working, no lock or unlock beep, remote start not working, or a door that will not open from the inner or outer handle. A law firm has opened a class-action investigation into premature door-lock actuator failure on these Accords. Honda's May 2022 dealer message lists 2018-2022 Honda Accord 2-door and 4-door models. Honda's message was a request to inspect cars, not a published cause or repair, and it expired on May 17, 2022.

Owners report a speed-dependent humming/growling/roaring from the rear that rises with vehicle speed and is often mistaken for tire noise. Honda opened an engineering investigation (AER14030A) into 2013-2014 Accords with a rear wheel bearing noise described as 'growling, humming, groaning, whirring, or roaring', asking dealers to contact Honda technical support before repairing. An older TSB addressed the same complaint on earlier generations, making prematurely worn rear wheel bearings a recurring Accord issue.

The pivot/detent mechanism inside the sun visor loses friction over time, so the visor will not stay stowed against the headliner and droops or drops down on its own. Owners report it falling into the line of sight while driving and occasionally swinging down and striking the forehead over bumps, making it a visibility/safety nuisance. It is one of the most frequently reported 9th-gen interior complaints (documented on CarComplaints and DriveAccord) but was never recalled — Honda treats it as wear-and-tear.