Do tell us what problem drive by wire fixes for the consumer
Fly by wire (when a computer has the authority to modify the command inputs from a human) hasn't worked out very well for Airbus and Boeing
Placing the throttle under direct authority of the ECM reduces the chance of hung throttle (no cable friction), improves idle control stability, allows the engine torque to be reduced during shifts, and provides a "torque follower" throttle algorithm that improves the driver's perception of throttle linearity. Brake-by-wire and steer-by-wire basically don't exist (other than the SBW system in the Infinity Q50, which has a clutch that disconnects the wheel from the steering box in certain conditions). Instead, traditional vacuum brake boosters are either being augmented by electronics or replaced outright by electromechanical pedal assist. Combined with increased reliance on the electronic brake controller to provide features such as continuously-variable brake proportioning, it's possible to take the idea of ABS (optimizing brake force at each contact patch during threshold braking events) and apply it to everyday driving.
The Accord which you love so much gets a substantial amount of its performance and refinement from these controls. This stuff is honestly safer and more reliable than older mechanical systems. Doesn't much matter, to be honest; exceedingly few crashes are caused by any sort of equipment failure. Bitch-slapping your nearest distracted driver is a far better use of time than continued participation in this dialogue.
Fly-by-wire has worked great for aircraft. The issues experienced by AF447 were induced by pilot error (excessive reliance upon automation). The 737 MAX is actually an old-fashioned cable-over-hydraulic system; the problem I'm guessing to which you refer actually came from slapping band-aids on a mechanical system. An actual by-wire system likely would not have exhibited that fault. Nice job proving my point