Honda model reference
Honda Accord
What our record holds on the Accord, sold in the UK 1976 to 2015: body styles, fuel types and the road tax a used one pays.
No reliability figure is published for the Honda Accord that this site could cite. What circulates instead is survey data from panels that select themselves, and warranty claim rates published by companies with something to sell.
Any percentage would be our own calculation. Which years count, and whether a facelift and a new generation sharing the Accord name are one model or two, both move the answer, and neither choice is anybody official's.
So the field does not exist. We do not average the other Honda models into a number and put it here, and we do not push a marque figure down onto the Accord. What is real and specific is the paperwork for one car.
No fault ordering is published for the Accord
A 2010 2.2 i-DTEC at around 138 g/km is band E, £200 a year in 2026/27.
That figure is a worked example for the year and engine named, not a rate for every Accord. Read the CO2 figure and the first registration date off the V5C before you budget, because both change the answer.
See every band for this tax yearStanding next to one
Buying a used Accord: what the record settles
Our record puts the Accord's UK sales period at 1976 to 2015. That range is the useful starting point, because everything about the cost of running one turns on where a particular example sits inside it. It came in 2 body styles here, saloon and estate, with 2 fuel types: petrol and diesel.
The Accord finished before the road tax change of 1 April 2017, so every one of them is taxed on its CO2 figure under the lettered bands. The badge on the boot tells you very little about that: within a single model year, engine, gearbox and wheel size can move a car between bands, and it is the figure printed on the V5C that gets charged. Read it off the document rather than trusting a rate you saw quoted for the model. The earliest ones predate 1 March 2001, and anything registered before that date is taxed on engine size in two bands rather than on CO2 at all. There is also a quirk worth knowing on the oldest examples: a car registered before 23 March 2006 cannot be charged above band K however high its emissions, so a thirsty old one can be cheaper to tax than a newer car a class below it.
For running costs the fuel matters more than the badge. On the diesels the emissions section is where a neglected car loses its certificate: the particulate filter is inspected and the smoke reading is measured against a limit, and a filter that has never had a long run to clear itself will not pass on a good intention.
None of that is a substitute for the record of the actual car. The invoices name what was replaced, when and at what mileage, and the same job appearing twice in three years says more about a Accord than any statistic about the model ever could. A mileage that goes backwards across a paperwork trail is worth walking away from whatever the badge is.
Honda has sold cars in Britain since the 1960s and built Civics at Swindon from 1992 until the plant closed in 2021. Its reputation here rests on the mechanical longevity of the Civic and Jazz, and the Jazz has an unusually old average owner age that shows up as low mileage, well kept used stock. Parts for the older petrol engines are plentiful, which keeps repair bills predictable. That is context on the marque rather than on this car, and there is more of it, along with every other model line, on the Honda page.