It is a Tuesday afternoon in a suburban driveway. You are staring at a car that has survived four presidential administrations, the rise and fall of the iPod, and probably three of your own career changes. The paint on the hood is starting to look like a topographical map of the moon because the clear coat gave up in 2012. But when you turn the key? It fires up. Every single time. That is the 1998 Honda Accord LX experience in a nutshell.
Reliability isn't just a marketing buzzword here; it’s a lifestyle. This car was the first year of the sixth generation (the "CG" chassis), and honestly, Honda was over-engineering things back then in a way we just don't see anymore. People buy these for $2,000 today not because they want a status symbol, but because they need a machine that won't quit when the world gets weird. It’s the ultimate "A to B" appliance.
What the 1998 Honda Accord LX Actually Is (And Isn't)
Most folks get the trims mixed up. The LX sits in that "Goldilocks" zone. It’s not the stripped-down DX with manual windows—yes, those existed—and it’s not the leather-clad EX with the sunroof. You get power windows. You get cruise control. You get air conditioning that, if maintained, could probably preserve a side of beef in July.
Under the hood of the LX, you usually find the F23A1. That’s a 2.3-liter four-cylinder engine. It produces about 150 horsepower. That sounds pathetic by modern standards where a family crossover has 300, but in a car that weighs barely 3,000 pounds? It’s enough. It’s "zippy," as your aunt might say. It uses VTEC, but not the "fast and furious" kind. It’s the VTEC-E variety, designed to keep your fuel economy decent while you're sitting in traffic on the 405.
Some people opted for the 3.0-liter V6. If you find an LX with the V6, you're getting 200 horsepower, which makes it a highway sleeper. But—and this is a big "but"—that extra power came with a price.
The Transmission Elephant in the Room
We have to talk about the gearboxes. If you find a 1998 Honda Accord LX with a five-speed manual transmission, buy it immediately. Seriously. Those manual boxes are basically bulletproof. They’ll outlast the chassis.
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The automatic? That’s a different story.
Honda had a rough time in the late 90s with their four-speed automatic transmissions, especially when mated to the V6 engine. They tended to overheat. The 2nd gear clutch pack would disintegrate, clogging up the internal fluid passages. If you’re looking at one today and the shifts feel "flarey" or hesitant, walk away. Or, at the very least, budget for a rebuild. Experts like those at Transmission Digest have noted for years that heat is the primary killer here. Adding an external transmission cooler is basically a mandatory move if you want to see 300,000 miles.
Living With a Legend
Stepping inside a 1998 LX is like a time capsule. The ergonomics are arguably some of the best Honda ever designed. You don't need a touchscreen. You don't need a "haptic feedback" slider. You have big, chunky buttons for the AC and a volume knob. You can operate the entire dashboard by feel while keeping your eyes on the road.
The visibility is incredible. Modern cars have massive "A-pillars" for rollover safety, which is great for not dying, but terrible for seeing pedestrians. In the '98 Accord, the pillars are thin. The beltline is low. You feel like you're sitting in a glass bubble.
Real World Maintenance Realities
If you own one, or want to, you’ve got to respect the timing belt. This isn't a suggestion. The F23 is an interference engine. If that belt snaps because you ignored the 90,000-mile interval, the valves and pistons are going to have a very violent, very expensive meeting.
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- Timing Belt/Water Pump: Every 90k to 100k miles.
- Oil: Every 3,000 to 5,000 miles. These engines aren't picky, but they do tend to seep a little oil from the distributor O-ring or the VTEC solenoid gasket as they age.
- Suspension: The double-wishbone setup is why it handles so well, but the bushings dry rot after 25 years. If the car clunks over bumps, it’s usually the sway bar links or upper control arms.
Honestly, the parts are so cheap it’s almost funny. You can go to a local auto parts store and get a starter or an alternator for less than the cost of a nice dinner. It’s one of the last cars a semi-competent person can still work on in their own driveway without a $5,000 diagnostic computer.
The "Accord Cough" and Other Quirks
Ever hear a 90s Honda start up and sound like it’s struggling for a second before it roars to life? That’s often the Main Relay. It’s a classic Honda failure point where the solder joints crack over time due to heat. On a hot day, the car might refuse to start. You’ll sit there for ten minutes, it cools down, and then it starts perfectly. It’s a $50 fix and twenty minutes of awkward contortion under the dashboard.
Then there’s the clock backlight. It almost always dies. You’ll think the clock is broken, but it’s just a tiny bulb. And the door lock actuators? They’ll start making a "machine gun" sound eventually. It’s annoying, sure, but it rarely leaves you stranded.
Why It Still Matters in 2026
We live in an era of "disposable" tech. Your phone is slow after three years. Your fridge has a software update. The 1998 Honda Accord LX represents a peak era of mechanical honesty. It was built during the height of the Japanese "Bubble Era" engineering hangover—where the goal was to build the best car in the world, not just the most profitable one.
It’s a car for the student. It’s a car for the person starting a new business who needs to save every penny. It’s a car for the enthusiast who wants a "commuter" so they can keep their weekend car in the garage.
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According to iSeeCars data on vehicle longevity, Accords consistently rank in the top percentage of vehicles likely to hit the 200,000-mile mark. But anyone who spends time in Honda forums knows that 200k is just broken in. You’ll see 350,000 or even 400,000 miles on original engines if the oil was changed.
Actionable Steps for Owners and Buyers
If you are currently looking at a 1998 LX, do these three things immediately:
- Check the ATF Color: Pull the transmission dipstick. If the fluid is black and smells like burnt toast, the transmission is on its last legs. It should be pinkish-red.
- Verify the Timing Belt: If there is no sticker on the engine bay or a receipt in the glovebox proving it was done in the last 60,000 miles, do it now. It is the only thing that can truly "kill" the engine.
- Inspect the Rear Wheel Wells: These cars love to rust where the rear bumper meets the metal fender. If you see bubbles in the paint there, it’s spreading like a cancer underneath.
For those who already own one, don't sell it. Even if you buy something newer, keep the Accord as a backup. In a world of complex sensors and expensive repairs, having a vehicle that just works is a form of financial insurance. Clean the battery terminals, swap out the old halogen headlights for some high-quality modern bulbs (don't buy the cheap blinding LEDs, get good ones), and keep driving.
The 1998 Honda Accord LX isn't a museum piece. It’s a tool. And like any good tool, it’ll keep performing as long as you don't mistreat it. It might be loud on the highway, and the cup holders are kind of in a weird spot, but it’s a soul-satisfying machine in its simplicity. Stop worrying about the scratches and just drive.
To keep a '98 Accord LX running indefinitely, focus on the rubber components. Replace the vacuum lines and radiator hoses if they feel crunchy. Modern fuel with ethanol can be hard on older fuel lines, so a quick visual inspection once a year can prevent a fire. If you hear a high-pitched whine when turning the steering wheel, it’s likely just air getting into the power steering pump through a $2 O-ring on the inlet pipe. Fix the small things before they become big things, and you'll be passing this car down to someone else in another decade.