Green Car Reports' Best Car To Buy: 2014 Honda Accord Hybrid

by John Voelcker @ www.greencarreports.com

For 2014, our fourth annual Green car Reports' Best Car To Buy award goes to the 2014 Honda Accord Hybrid.

This new model of the redesigned Honda Accord Sedan introduced last year is comfortable, quiet, stylish--and delivers real-world fuel economy from 40 mpg to as much as 52 mpg.

And that's Toyota Prius liftback territory, in a mid-size sedan that's neither as polarizing nor limited to the underwhelming performance of Toyota's quintessential hybrid.

2014 Honda Accord Hybrid Touring

Alert readers noticed we didn't post a nominee description of the 2014 Honda Accord Hybrid; that's because we've spent the last week driving the car to ensure we made the right choice.

Over 480 miles of mixed use in three Northeastern states, we added autumn driving impressions to those gathered on our first drive of the car in temperate, sunny Southern California last month.

Honda has managed to pull off a neat trick: Against competitors that have been in the market for several years, its first-ever full hybrid model matches the best of the breed for styling and interior quality, while also delivering among the highest real-world gas mileage as well.

2014 Honda Accord Hybrid

At last month's Accord Hybrid launch event, Honda had the car's closest competitors for comparison: hybrid versions of the Ford Fusion, Hyundai Sonata, and Toyota Camry.

The Fusion Hybrid was probably the best handling of the four hybrid sedans, and it essentially tied with the Accord Hybrid for the nicest interior. It's responsive and strong on the road, but it clearly doesn't return the real-world gas mileage that the Accord and Camry do.

Compared to the hybrid Accord, the Toyota Camry Hybrid feels a lot more ponderous in the way it accelerates, steers, and handles. The accelerator response doesn't feel at all linear, while that of Accord Hybrid does. And its interior remains less upscale than the Ford or Honda. Still, the hybrid Camry returned very good mileage on a short test loop.

As for the Sonata Hybrid, while it was improved for the 2013 model year, its single-motor hybrid system still feels clunky, with an occasional balky, juddering feel that reminds us of nothing so much as a failing automatic transmission.

2014 Honda Accord Hybrid Touring

While the hybrid Sonata's transient response for quick passing on the highway is very good, it too doesn't return the real-world gas mileage of the hybrid Accord or Camry models.

And it's the real-world gas mileage that tipped the balance to the Accord Hybrid.

This is a car that is built in the U.S. and that will ultimately sell in the tens of thousands each year. The base model of the gasoline 2014 Accord is rated at 30 mpg combined, but the hybrid Accord is more than half again as high, at a combined 47 mpg (50 mpg city, 45 mpg highway).

And unlike the Fusion Hybrid, we think the Accord Hybrid will achieve that number--or come within the 10-percent variance that most buyers find acceptable.

Over our recent week of test driving, the Accord Hybrid consistently returned 39 to 45 mpg on several long high-speed highway runs.

And in a pair of stop-and-go city and suburban driving tests that maxed out at 45 mph--one in Eco mode, one in Normal--the 2014 Accord Hybrid returned 52.8 mpg and 51.4 mpg respectively.

A note on that Eco mode, by the way: It's the first one we haven't loathed for sapping all the power out of a car. In fact, we drove the Accord Hybrid for a day before noticing that it was on in the first place--there's only a little green leafy symbol on the dash to indicate it.

2014 Honda Accord Hybrid Touring

This is the first car we think drivers can leave in Eco mode all the time without hating the compromises they must make for fuel economy.

As for the rest of our nominees: The only other serious contender for the award this year was the 2014 BMW i3. It's an audacious and technically advanced car from an unlikely maker, and we found it seriously soothing to drive in crowded urban areas.

Unfortunately, we couldn't drive the range-extended version, and the battery-only i3 is likely to have the same sub-100-mile range of many other competitors. It's been well received by the market, but especially in comparison to last year's winner--the Tesla Model S--the BMW i3 just felt a little lacking.

The 2014 Chevrolet Spark EV, while well executed, remains a compliance car until proven otherwise.

2014 Honda Accord Hybrid Touring

The 2014 Chevrolet Cruze Diesel is a good first try at offering diesel in passenger vehicle, but while it's superb in highway cruising, its throttle lag and lack of immediate power away from stops in city and suburban driving make it unpleasant to use.

And while the 2014 Mazda 3 is likely to deliver good real-world gas mileage, its compromises as a brand-new compact car--including its very cramped rear seat--argue against winning the award.
For all those reasons, the 2014 Honda Accord Hybrid is the winner of our Green Car Reports' Best Car To Buy 2014 award.

To see all the details on this year's nominees, plus articles about our previous years' awards, see the Best Car To Buy summary page.

Source;
http://www.greencarreports.com/news/1088280_green-car-reports-best-car-to-buy-2014-honda-accord-hybrid/page-2

Truth About Cars: First Drive Review: 2014 Honda Accord Hybrid (With Video)

By Alex L. Dykes on October 9, 2013

As of October, the most fuel-efficient mid-sized sedan in America is the Honda Accord. Or so Honda says. After all, Ford has been trumpeting a matching 47 MPG combined from their Fusion. Who is right? And more importantly, can the Accord get Honda back into the hybrid game after having lost the initial hybrid battles with their maligned Integrated Motor Assist system? Honda invited us to sample the 2014 Accord Hybrid as well as a smorgasbord of competitive products to find out.

Exterior
I have always been a fan of “elegant and restrained” styling which explains my love for the first generation Lexus LS. That describes the 2014 Accord to a tee. Like the regular Accord, the hybrid is devoid of sharp creases, dramatic swooshes, edgy grilles or anything controversial. This is a slightly different take than the Accord Plug-in which swaps the standard Accord bumper for a bumper with a slightly awkward gaping maw. In fact, the only thing to show that something green this way someday are some grille inserts and  LED headlamps on the top-level Touring model.

This means the Accord and the Mercedes E-Class are about the only sedans left that sport a low beltline and large greenhouse. Opinions on this style decision range from boring to practical and I fall on the latter. I think the Ford Fusion is more attractive but the Hyundai Sonata’s dramatic style hasn’t aged as well as its Kia cousin’s more angular duds. The Camry failed to move my soul when it was new and it hasn’t changed much over the years. This places the Accord tying with the Optima for second place.

Interior
Despite sporting an all-new interior in 2013, you’d be hard pressed to identify what changed over the last generation Accord unless you owned. Instead of radical design buyers will find incremental improvements and high quality plastics. The dash is still dominated by a double-bump style dashboard with the second binnacle housing a standard 8-inch infotainment display. With manufacturers moving toward slimmer dash designs the Accord’s remains tall and large. For hybrid duty Honda swiped the Plug-in’s tweaked instrument cluster with a large analogue speedometer, no tachometer, LED gauges for battery, fuel and a power meter. Everything else is displayed via a full-color circular LCD set inside the speedometer.

Front seat comfort is excellent in the accord with thickly padded ergonomically designed front seats. There isn’t much bolstering (as you would expect from a family hauler) so larger drivers and passengers shouldn’t have a problem finding a comfortable seating position. The product planners wisely fitted adjustable lumbar support and a 10-way power seats to all trims.

Speaking of trim levels, in most ways (with the exception of that driver’s seat), the Accord EX serves as the “feature content” base for the hybrid. This means you’ll find dual-zone climate control, tilt/telescoping steering wheel, standard Bluetooth, a backup camera, keyless entry/go and active noise cancellation.

Thanks to a wheelbase stretch in 2013, the Accord hybrid sports 1.3 inches more legroom than the last Accord and is finally class competitive with essentially the same amount of room as the Fusion and Camry and a few inches more than the Koreans. The Accord’s upright profile means getting in and out of those rear seats is easier than the low-roofline competition and it also allows the seating position to be more upright. Honda’s sales pitch about the low beltline is that it improves visibility for kids riding in the back, I’m inclined to believe them. As with most hybrids, there’s a trunk penalty to be paid but thanks to energy dense Lithium-ion cells the Accord only drops 3 cubic feet to 12.7 and I had no problem jamming six 24-inch roller bags in the trunk.  Honda nixed the folding rear seats, a feature that the competition has managed to preserve.

Infotainment, Gadgets and Pricing

Base Accords use physical buttons to control the standard 8-inch infotainment system and sport 6 speakers with 160 watts behind them.  Honda wouldn’t comment on the expected model split of the Accord, but I suspect that most shoppers will opt for the mid-level EX-L which adds a subwoofer, 360 watt amp, and adds a touchscreen for audio system controls. The dual-screen design struck me as half-baked when I first sampled it in the regular 2013 Accord and although I have warmed up to it a bit, I think it could still use a few minutes in the oven if you opt for the navigation equipped Touring model.

Honda’s concept was to move all the audio functions to the touchscreen thereby freeing the upper screen for some other use like the trip computer or navigation screen. The trouble is the lower screen simply selects sources and provides track forward/backward buttons meaning you still have to use the upper screen to change playlists or search for tracks. That minor complaint aside, the system is very intuitive and responsive. Honda’s improved iDevice and USB integration is standard fare on all models and easily ties with the best in this segment.

Starting at $29,155, the base Accord Hybrid is the most expensive mid-sized hybrid sedan by a decent margin especially when you look at the $25,650 starting price on the Hyundai Sonata Hybrid. However, the Accord Hybrid delivers a high level of standard equipment including standard Pandora smartphone app integration and Honda’s Lane Watch system. Lane watch still strikes me as a little gimmicky since the Accord has such small blind spots and the best outward visibility in the segment already. Instead of stand alone options Honda offers just three trim levels. The next step is the $31,905 EX-L model which adds leather seats, a leather steering wheel, upgraded audio system with two LCD screens, memory driver’s seat, power passenger seat, moonroof, a camera based collision warning system and lane departure warning. While the base model is a little more expensive than cross-shops, the EX-L becomes a decent value compared to comparably equipped competitive hybrids.

Working your way up to the top-of-the-line $34,905 Touring model the Accord is no longer the most expensive in the class, that award goes to the $37,200 loaded fusion. At this price the Accord is less of a bargain compared to the competition, although you do get full LED headlamps and an adaptive cruise control system. In comparison the Camry spans from $26,140 to $32,015, the Sonata from $25,650 to $32,395, Optima from  $25,900 to $31,950 and the Fusion from $27,200 to $37,200. How about the Prius? Glad you asked. The Prius that is most comparable to the base Accord Hybrid is $26,970 and comparably equipped to the Accord Touring is $35,135.

Drivetrain
Being the drivetrain geek that I am, what’s under the hood of the Accord hybrid is more exciting than the Corvette Stingray. Seriously. Why? Because this car doesn’t have a transmission in the traditional sense. Say what? Let’s start at the beginning. The last time Honda tried selling an Accord hybrid, they jammed a 16 HP motor between a V6 and a 5-speed automatic. The result was 25MPG combined. The 2014 hybrid system shares absolutely nothing with the old system. No parts. No design themes. Nothing.

Things start out with the same 2.0L four-cylinder engine used in the Accord plug-in. The small engine is 10% more efficient than Honda’s “normal” 2.0L engine thanks to a modified Atkinson cycle, an electric water pump, cooled exhaust gas return system, and electric valve timing with a variable cam profile. The engine produces 141 horsepower on its own at 6,200 RPM and, thanks to the fancy valvetrain, 122 lb-ft from 3,500-6,000 RPM.

The engine is connected directly to a motor/generator that is capable of generating approximately 141 horsepower. (Honda won’t release details on certain drivetrain internals so that’s an educated guess.) Next we have a 166 horsepower, 226 lb-ft motor that is connected to the front wheels via a fixed gear ratio. Under 44 miles per hour, this is all you need to know about the system. The 166 horsepower motor powers the car alone, drawing power from either a 1.3 kWh lithium-ion battery pack, or the first motor/generator. Over 44 miles per hour, the system chooses one of two mods depending on what is most efficient at the time. The system can engage a clutch pack to directly connect the two motor/generator units together allowing engine power to flow directly to the wheels via that fixed gear ratio. (Check out the diagram below.)

Pay careful attention to that. I said fixed gear ratio. When the Accord Hybrid engages the clutch to allow the engine to power the wheels directly (mechanically), power is flowing via a single fixed ratio gear set. The fixed gear improves efficiency at highway speeds, reduces weight vs a multi-speed unit and is the reason the system must use in serial hybrid mode below 44 mph. There is another side effect at play here as well: below 44 MPH, the system’s maximum power output is 166 horsepower. The 196 combined ponies don’t start prancing until that clutch engages.

So why does Honda call it an eCVT? Because that fits on a sales sheet bullet point and the full explanation doesn’t. Also, a serial hybrid can be thought of as a CVT because there is an infinite and non-linear relationship between the engine input and the motor output in the transaxle.

Drive
Let’s start off with the most important number first: fuel economy. With a 50/45/47 EPA score (City/Highway/Combined), the Accord essentially ties with the Fusion on paper and, although Honda deliberately avoided this comparison, is only 3MPG away from the Prius-shaped elephant in the room. In the real world however the Accord was more Prius than Fusion, averaging 45-46 mpg in our highway-heavy (and lead-footed) 120 mile route and easily scoring 60-65 mpg in city driving if you drive if like there’s an egg between your foot and the pedal of choice. Those numbers are shockingly close to the standard Prius in our tests (47-48 MPG average) and well ahead of the 40.5 MPG we averaged in the Fusion, 35.6 in the Hyundai/Kia cousins and 40.5 in the Camry. Why isn’t Honda dropping the Prius gauntlet? Your guess is as good as mine.

Due to the design of the hybrid system, I had expected there to be a noticeable engagement of the clutch pack, especially under hard acceleration when the system needs to couple the engine to the drive wheels to deliver all 196 combined ponies. Thankfully, system transitions are easily the smoothest in this segment besting Ford’s buttery smooth Fusion and night and day better than the Camry or Prius. Acceleration does take a slight toll because of the system design with 60 MPH arriving in 7.9 seconds, about a half second slower than the Fusion or Camry but half a second faster than the Optima or Sonata and several hours ahead of the Prius.

At 69 measured decibels at 50 MPH, the Accord hybrid is one of the quietest mid-sized sedans I have tested scoring just below the Fusion’s hushed cabin. This is something of a revelation for the Accord which had traditionally scored among the loudest at speed. When driving in EV mode (possible at a wide variety of highway speeds) things dropped to 68 db at 50 MPH.

When the road starts winding, the Accord Hybrid handles surprisingly well. Why surprisingly? Well, the hybrid system bumps the curb weight by almost 300 lbs to 3,550 (vs the Accord EX) and swaps in low-rolling resistance tires for better fuel economy. However, unlike the Camry and Korean competition, the Accord retains the 225 width tires in the conversion. This makes the Accord’s fuel economy numbers all the more impressive. The Fusion is 150 lbs heavier and rides on either 225 or 235 (Titanium only) width tires which also explains why the hybrid Fusion Titanium gets worse mileage than the base Hybrid SE model. I wouldn’t call the Accord Hybrid the equal of the gas-only Accord EX on the road, but the difference is smaller than you might think.

Helping the Accord out on the road are “amplitude reactive dampers” or “two mode shocks” as some people call them. These fancy struts have worked their way down from the Acura line and use two different valves inside the damper to improve low and high-speed damping performance. The difference is noticeable with the Hybrid having a more compliant ride, and thanks to thicker anti-roll bars the hybrid is more stable in corners. Still, for me, the Accord gives up a hair of performance feel to the Fusion hybrid out on the road. It’s just a hair less precise, not as fast to 60 and lacks the sharp turn-in and bite you get in the Fusion Titanium with its wider and lower profile tires. However, keep in mind that Fusion Titanium takes a 1-2MPG toll on average economy in our tests dropping the Fusion from 40.5 to 38-39 MPG.

The Accord may not be the best looking hybrid on sale, (for me that’s still the Ford Fusion) but the Accord’s simple lines and unexpectedly high fuel economy make the Honda a solid option. Being the gadget hound I am, I think I would still buy the Fusion, but only in the more expensive Titanium trim. If you’re not looking that high up the food chain, the Accord Hybrid is quite simply the best fuel sipping mid-size anything. Prius included.

Honda provided the vehicle, insurance and gas at a launch event.

Specifications as tested

0-30: 3.2 Seconds

0-60: 7.9 Seconds

Cabin noise at 50 MPH: 69 db

Average Observed Fuel Economy: 45.9 MPG over 129 miles.

Source;

http://www.thetruthaboutcars.com/2013/10/first-drive-review-2014-honda-accord-hybrid-with-video/

AutoNews.com: How the Honda Accord's innovative hybrid system works

Click on the image to enlarge

by Richard Truett of www.autonews.com

MARYSVILLE, Ohio -- Most of the attention for Honda's Accord hybrid will come from its eye-popping 50-mpg EPA city rating and under-$30,000 starting price. But those with an eye for engineering will see a creative combination of new technology with elements from the Chevrolet Volt, Toyota Prius and Ford Fusion Hybrid.

"Honda put in all we had," said Koji Ninomiya, chief engineer for the Accord Hybrid, through an interpreter. "We did our best, and we ended up at 50 mpg."

The car, which gets to dealerships in late October, uses three drive modes to crack the 50-mpg figure -- something no other mid-sized car, including the European diesels, can match.

Ninomiya said 50 mpg or any specific number was not the goal when Honda engineers began nearly a decade ago studying a new hybrid powertrain to replace its current design.

"We considered everything, [including] driving resistance and regenerative braking. We made the powertrain all new, and the biggest purpose of this was to aim for the most efficient system in the world. As we tried to optimize the efficiency, we decided two motors will be best," he said.

Here's how the two electric motors work in the Accord Hybrid's three drive modes, EV, Hybrid and Engine.

• EV mode: The car is propelled only by an electric motor powered by the lithium ion battery pack. The top speed is about 60 mph, but the range is very limited, just a few miles. Once the battery is depleted, the car automatically switches to Hybrid mode.

• Hybrid mode: The Accord Hybrid works a lot like a Chevrolet Volt. The 2.0-liter gasoline engine powers a generator to create electricity for the electric motor. Honda calls the generator a motor, hence two motors. Only the electric motor, fed by the generator, moves the car in Hybrid mode.

• Engine mode: The electric motor is decoupled, and the Accord's Atkinson cycle gasoline engine drives the wheels directly through a one-gear transmission. In that highway gear -- similar in efficiency to a sixth gear on a manual transmission -- the gasoline engine runs in its sweet spot, delivering both strong acceleration when needed and high fuel economy.

Ford and Toyota hybrids also use Atkinson cycle engines. The Accord's Atkinson cycle 2.0-liter gasoline engine is a first for Honda.




In an Atkinson cycle engine, the intake valves remain open briefly during the compression stroke. That pushes some of the air in the cylinders into the intake manifold, which lowers the compression ratio. That enables fast, smooth starts, which is ideal for hybrids. The downside is that it reduces power.

To solve that problem, Honda engineers installed VTEC, a system that electronically controls the timing of the valves with camshafts that have two sets of lobes. One set of lobes is for the Atkinson cycle; the other is for normal combustion. The engine's computer switches back and forth between the two sets of lobes, based on engine speed and load.

Other new technologies include the car's innovative regenerative brakes, which send electricity to the battery. Regeneration begins the instant a driver's foot leaves the accelerator, not when the brake pedal is pressed as it does on other hybrids.

The air-cooled lithium ion battery pack fits in a compact case between the rear seat and the trunk. The pack does reduce trunk space. The hybrid's trunk is 12.7 cubic feet, while the regular Accord's trunk is 15.8.

Honda will offer three versions of the Accord Hybrid. The base model starts at $29,155; a midlevel E-XL version, at $31,905; and the loaded Touring, at $34,905. The prices exclude shipping; figures haven't been announced.

Honda is assembling the Accord Hybrid at its Marysville plant; it is the first time the Accord Hybrid has been built in North America.

The car's innovative powertrain could help win back some former Honda fans who deserted the brand for other makes with more advanced engines and transmissions.

In the past, Honda had stuck with nickel-metal hydride batteries in its hybrids while other automakers developed more efficient gasoline-electric powertrains that use lighter, stronger lithium ion batteries.

And in its gasoline-powered cars, the company has been slow to shift to automatic transmissions with more than four speeds.

The result of that strategy: middle-of-the-pack fuel economy ratings and a string of misfires dating back nearly a decade, including the failed 2004-06 Accord Hybrid, a slow selling Civic Hybrid and dismal sales for the Insight and CR-Z hybrids.

The Accord Hybrid's 50 mpg is "a pretty strong statement," said California dealer Dave Conant. He is CEO of The C.A.R. Group, which owns 13 stores, including four Honda outlets.

"For a long time Honda sort of owned the territory," he said. "I think a 50-mpg Accord is going to absolutely swing people back to thinking of Honda as a fuel economy leader. It's long overdue, honestly."

Source;

http://www.autonews.com/article/20130930/OEM06/309309954/how-the-honda-accords-innovative-hybrid-system-works#axzz2gNmxMhbV

Driving.ca: First drive: 2014 Honda Accord Plug-In Hybrid

by David Booth

If there's one thing that separates the Honda and Toyota brands — and, much to their annoyance, many autojournalists lament the interchangeability of their products and, indeed, their brands — it has been Toyota's success with hybrids.

Toyota, of course, has owned the hybrid segment for well more than a decade — the Prius nameplate alone accounts for more than half the hybrids sold — while Honda's gas/electric combinations have not resonated with the public. Neither its Insight nor its Civic hybrids had any impact on the market and, while the CR-Z has gained some critical reviews, it remains an extremely niched sell.

This lack of public acceptance has made Honda extremely cautious about dipping its toes in the hybrid waters again. Indeed, that reluctance means that the subject of this test, a plug-in version of Honda's Accord Hybrid, is only being sold in New York and California and has yet to be confirmed for Canadian sales. This is a pity because this is the first electrified Honda that can go head-to-head with the industry's heavyweights.

Previous Honda attempts at electrification have emphasized simplicity. Rather than having two completely separate motors — gasoline and electric — working in tandem, Honda simply attached an electric motor to the existing powertrain in between the engine and the transmission.

It may have been simple, but it was not as effective. It could offer performance and fuel economy, just not at the same time. So, for the Accord Plug-In, the company has adopted an "if you can't beat 'em, join 'em" attitude, the new Hybrid employing the same basic architecture as other conventional gasoline/electric hybrids.

So, under its recently revised hood, you'll find a 141-horsepower, 2.0-litre Atkinson-cycle "Earth Dreams" four-cylinder gas engine and a 124-kilowatt/166-hp electric motor. Of course, since gas and electric motors "peak" at different rpm, their total horsepower is never cumulative. Nevertheless, the Accord Hybrid's claimed maximum power of 196 hp is nothing to be sneezed at and the Plug-In feels as peppy as any hybrid or other Accords, for that matter.

In its "electric" mode, the Accord Hybrid feels peppier than any other hybrid I've tested. Many competitive plug-in hybrids boast the capability to drive electrically to 100 kilometres an hour and beyond, but only the Accord Hybrid (I have not driven Porsche's new electrified Panamera) actually delivers on that promise.
Though the gasoline engine will kick in, even in electric mode, if the load gets too heavy (hills, hard acceleration, etc.), in normal driving, it is quite easy to motor the big Accord up to 110 km/h without gasoline intervention. The Accord Plug-in is the only hybrid that I have achieved fully electric travel for the projected distance (in this case, 20 km) without resorting to hypermiling silliness (remembering, of course, that the Chevrolet Volt, which can travel much further electrically, is not technically a hybrid). One of my favourite things about the Accord Hybrid is that it always (assuming you plugged it in overnight, of course) starts in electric mode; many plug-ins default the other way, starting up in Hybrid mode and requiring you to flick a switch for electric-only driving. It speaks to Honda's confidence in its 6.7 kWh lithium-ion battery.

As for the cumulative effect of all this technology on fuel consumption, I only have preliminary figures, as we were unable to subject the Accord to the rigours of Post Driving's typical long-distance fuel economy run. But, early figures are impressive (Honda's own testing shows 4.0/4.2/4.1 L/100 km, almost identical to the numbers Ford's C-Max Hybrid had to admit were exaggerated).

Typical mixed urban and highway driving usually resulted in less than 6.0 L/100 km consumption (typical numbers were about 5.7 L/100 km). Around town, it was easy to get the Accord's digital readout to display readings in the mid-fours, again without any pump-and-coast hypermiling lunacy. Reasonable speeds on the highway usually had the vehicle information display just edging over six, though indications are that extended cruising speeds of more than 120 km/h will send the consumption tumbling (that's fairly typical of hybrids; those looking specifically for highway fuel economy are much better served by diesel). On the other hand, one does get about 20 km out of every charge (about three hours on 110 volts) and on short commute days, I occasionally averaged as low as 3.0 L/100 km. According to the Accord's trip meter, my entire test drive averaged 5.5 L/100 km, not bad at all considering I was none too diligent about plugging it in overnight.

The Plug-In Hybrid only has one annoyance not common to other Accords. In the interest of fuel economy, the engine is hooked up to an efficiency-maximizing continuously variable transmission. CVTs and small four-bangers don't mix well; the My-God-is-the-clutch-slipping thrashing of the motor can be a little grating. Honda should either add more sound deadening material or, even better, finally get with the program and design an eight-speed automatic transmission (which would all but match the CVT's efficiency with much better driveability).

Nonetheless, I think the Accord Plug-In, by far, the best Honda hybrid I have tested. The question remains, however, is whether it is enough to go head-to-head with its completion. In the United States, its MSRP is US$39,870, which, unfortunately, is more expensive than the aforementioned Chevy Volt (which offers better in-town electric range, albeit with poorer highway fuel consumption) and about the same as a Ford Fusion Energi Titanium. Honda Canada has not even hinted at a price should they decide to import it. As effective as its hybrid powertrain is, I doubt very much the fuel savings would pay for themselves.

Still, the new Accord Plug-In is the best hybrid Honda has yet designed. They should find a way to bring it to the Great White Frozen North.

Sweet Dreams
"Earth Dreams" is Honda's latest moniker for its high-tech powertrain. Incorporating direct fuel injection and the company's V-TEC variable valve timing mechanism in engines as small as 660-cc, Honda has stated it want to be able to boast industry-leading fuel economy by 2015. The program also includes diesel engines (so far, not for North American consumption), two-motor hybrids like the Accord's and electric vehicles. CVTs, unfortunately, also seem like a core feature of the new program though the use of an electrically driven, computer-controlled oil pump sounds like a novel feature. Of course, Acura's Super-Handling All Wheel Drive system features heavily, its twin electric motors on the rear wheels and a 3.5-litre V6 powering the front making for V8 power, hybrid parsimony and AWD handling.

Source;
http://www.driving.ca/research-car/roadtest/First+drive+2014+Honda+Accord+Plug+Hybrid/8825217/story.html

Carscoops!: Honda Accord Hybrid gets the Mugen Treatment

Note: This is the plug in Hybrid, the North American non-plug in Hybrid will look closer to the normal Accord....

 

The new Honda Accord Hybrid won't go on sale in the States (and Canada) until October, but it's already available in Japan where the carmaker's official tuning arm Mugen has presented a selection of goods to customize the sedan's appearance and to some extent, improve handling.
 
For the outside, Mugen prepared a subtle aero-package comprising front and rear aprons that bolt on directly to the bumpers, along with side skirts and carbon-fiber grille trim and boot lid spoiler. 
 
Mugen's other offerings include a stiffer sports suspension that also lowers the car's right height, a new set of 19-inch lightweight alloy wheels in tires size 245/35R19, bolts and oil filler caps with the tuner's logo, and so-called "sport floor mats" – you'll have to ask Honda's partner what makes them "sport"…
 
Thanks to Leopaul D. for the tip!

Source;
http://www.carscoops.com/2013/06/new-honda-accord-hybrid-lightly-tuned.html

Honda Expands Accord Lineup this Fall with 2014 Accord Hybrid Featuring Class-Leading MPG Ratings and Exclusive Styling

06/19/2013 - TORRANCE, Calif.

• Class-leading 49 mpg EPA city fuel economy rating¹ anticipated
• Accord Hybrid shares Accord Sedan's sophisticated design highlighted with exclusive hybrid styling accents
• Honda's first hybrid to be assembled² in Marysville, Ohio
• Accord Hybrid to go on-sale nationwide in October 2013

The first official photos of the U.S. version of the all-new 2014 Honda Accord Hybrid set to hit dealerships nationwide this October are now available on the Honda consumer site. The Accord Hybrid features the same sophisticated styling found on the Accord Sedan plus unique hybrid badging and blue-accented grille and light lenses, LED daytime running lights, a unique wheel design and a decklid spoiler.

The 2014 Accord Hybrid will use Honda's new two-motor hybrid powertrain, much of which is shared with the Accord Plug-In that went on sale in January. The two-motor SPORT HYBRID Intelligent Multi Mode Drive powertrain in the Accord Hybrid allows the vehicle to move through three different driving modes – EV Drive, Hybrid Drive and Engine Drive – to optimize fuel efficiency.

In 'EV Drive', the Accord Hybrid uses the lithium-ion battery to run in electric-only mode at lower speeds and in medium to high speed cruising, 'Engine Drive' sends the engine power directly to the front wheels. In 'Hybrid Drive,' the powerful 124-kilowatt (kW) electric motor and the all-new 2.0-liter DOHC i-VTEC Atkinson-cycle 4-cylinder engine blend together for powerful acceleration while allowing for efficient driving in  stop-and-go traffic situations. The Accord Hybrid is anticipated to obtain a class-leading mid-size sedan EPA fuel economy¹ rating of 49/45/47 mpg (city/highway/combined).

Inside, the Accord Hybrid's well-appointed and intuitive layout provides the driver with instant fuel economy and energy flow information for efficient driving performance. Along with innovative new features such as Honda's LaneWatch™ blind-spot display, an industry-first that debuted on the Accord last fall, other available features on the 2014 Accord Hybrid include Lane Departure Warning (LDW) and Forward Collision Warning (FCW), an 8-inch color i-MID display, perforated leather-trimmed seating surfaces, cloud-based HondaLink™ featuring Aha™ compatibility, seven-speaker audio system with Bluetooth® streaming audio, Pandora® interface and XM® Radio, and a multi-angle rearview camera with guidelines.

The 2014 Accord Hybrid features the same next-generation Advanced Compatibility Engineering™ (ACE™) body structure as the 2013 Accord, along with Honda's new SmartVent™ front-side airbags. Like the 2013 Accord, the 2014 Accord Hybrid is expected to earn top safety ratings including an NCAP 5-Star Overall Vehicle Score and a TOP SAFETY PICK+ rating from the Insurance Institute for Highway Safety (IIHS).

The 2014 Honda Accord Hybrid will be the first Honda hybrid vehicle assembled in Ohio and the second built in the U.S. The Accord Hybrid joins the diverse Accord lineup, which includes the four-cylinder and V-6 powered Accord Sedan, sporty Accord Coupe and the advanced Accord Plug-In, which has the highest EPA MPGe rating of any mid-size hybrid sedan in America at 115 MPGe.

Here is Honda Canada's Press Release;

• One of the Class-leading Fuel Economy (city and combined) 4.0/4.1L/100Km anticipated
• Accord Hybrid shares Accord Sedan's sophisticated design highlighted with exclusive hybrid styling accents
• Honda's first hybrid to be assembled in Marysville, Ohio
• Accord Hybrid to go on-sale nationwide in October 2013

MARKHAM, ON, June 20, 2013 /CNW/ - The first official photos of the Canadian version of the all-new 2014 Accord Hybrid set to hit dealerships nationwide this October are now available on Hondanews.ca . The Accord Hybrid features the same sophisticated styling found on the Accord Sedan, plus upscale detailing with unique hybrid badging and blue-accented grille and light lenses, LED lighting, a unique wheel design and a decklid spoiler. The Accord Hybrid joins an award-winning family, including the Accord Sedan and Accord Coupe. 

The 2014 Accord Hybrid will use Honda's new two-motor hybrid powertrain along with two-motor SPORT HYBRID Intelligent Multi Mode Drive powertrain.  This will enable the Accord Hybrid to move through three different driving modes, EV Drive, Hybrid Drive and Engine Drive to optimize efficiency and fuel economy.

In 'EV Drive', the Accord Hybrid uses the lithium-ion battery to run in electric-only mode at lower speeds and in medium to high speed cruising, "Engine Drive" sends the engine power directly to the front wheels. In "Hybrid Drive' the  powerful 124-kilowatt (kW) electric motor and the all-new 2.0-liter DOHC i-VTEC Atkinson cycle 4-cylinder engine blend together for powerful acceleration while allowing for efficient driving in  stop and go traffic situations. The Accord Hybrid is anticipated to deliver fuel economy¹ of 4.0/4.2/4.1 (City/Hwy/Combined) L/100Km. 

The 2014 Honda Accord Hybrid will be the first Honda hybrid vehicle assembled in Ohio and the second built in North America. The Accord Hybrid joins the diverse Accord lineup, which includes the four-cylinder and V-6 powered Accord Sedan and sporty Accord Coupe.

Inside, the Accord Hybrid's intuitive layout provides the driver with instant fuel economy and energy flow information for optimal driving performance. Along with innovative new features such Honda's LaneWatch^™ blind-spot monitoring system, an industry-first which debuted on the Accord last fall, other available features on the 2014 Accord Hybrid include Lane Departure Warning (LDW) and Forward Collision Warning (FCW), an 8-inch colour i-MID display, perforated leather-trimmed seating surfaces, cloud-based HondaLink^™ featuring Aha^™, 360-watt seven-speaker audio system with Bluetooth^® streaming audio, XM^® Radio, and a multi-angle rear-view camera with guidelines.

The 2014 Accord Hybrid features the same next-generation Advanced Compatibility Engineering (ACE) body structure as the 2013 Accord, along with Honda's new SmartVent^™ front-side airbags. Like the 2013 Accord, the 2014 Accord Hybrid is expected to earn similar top safety ratings including an NCAP 5-Star safety ratings and a TOP SAFETY PICK+ rating from the U.S. Insurance Institute for Highway Safety (IIHS).

Japanese-Market Non-PHEV Honda Accord Hybrid Unveiled

By Karla Sanchez of www.automobilemag.com

Japan may get a version of the 2014 Honda Accord Hybrid before we do, as photos of the JDM Accord have been revealed online. While the JDM Accord Hybrid appears to share some front styling with that of the Accord Hybrid PHEV, we hear the U.S.-market Accord Hybrid will look more like regular I-4 and V-6 Accords.

Like the Honda Accord PHEV, the Accord posted on Honda’s Japanese site has blue trim on the front grille, and blue-hued headlights. Unlike the PHEV, though, this Accord wears more conservative wheels, and we don’t see the PHEV’s charge port flap on the front panel.

The 2014 Accord Hybrid will utilize Honda’s first two-motor hybrid system that consists of a 137-hp 2.0-liter Atkinson cycle I-4 that works with a 124-kW traction electric motor, which can function as an electric continuously variable transmission (e-CVT), and a 105-kW electric motor for power generation. Total peak output is rated at 196 hp. Honda expects the non-plug-in Honda Accord Hybrid to achieve 49/45 mpg city/highway. As for pricing, we expect it to start in the high $20,000 range, topping out closer to the $34,220 Accord V6 Touring than the $40,570 Accord PHEV.

The new hybrid will be built in Ohio, like the Honda Civic Hybrid and Acura ILX Hybrid.

What do you think: Should the U.S.-spec 2014 Honda Accord Hybrid borrow styling cues from the Japanese-market model or look more like regular Accords already in dealerships? Give us your thoughts in the comments section below


Source;
http://rumors.automobilemag.com/japanese-market-non-phev-honda-accord-hybrid-unveiled-228363.html#axzz2VRYyebbM

Car & Driver: 2014 Honda Accord Plug-In Hybrid

Accord Hybrid v2.0 plugs in for mpg bragging rights.
May 2013
BY CSABA CSERE PHOTOGRAPHY BY MICHAEL SIMARI

TESTED

Two Accord generations ago, Honda offered a hybrid powertrain in its mainstream sedan. But it was a performance-oriented V-6 hybrid that never achieved the lofty fuel-economy numbers that eco buyers crave. Now, Honda is jumping back in the game with a new, efficiency-oriented Accord hybrid, and its mileage is impressive. It’s rated by the EPA at 47 in the city and 46 on the highway. Moreover, it’s a plug-in hybrid, and when operating on electric power, it gets 124 MPGe in the city and 105 on the highway. Its combined rating of 115 MPGe is bested only by Honda’s much smaller Fit EV. 

To achieve this efficiency, the Accord plug-in uses an “Earth Dreams” 2.0-liter four-cylinder engine—which translates to a hybrid-typical Atkinson-cycle engine—coupled to a pair of electric motors, powered by a 6.7 kWh lithium-ion battery. The coupling arrangement is not the Integrated Motor Assist that Honda uses on other hybrids. Instead, it’s more like the Toyota and Ford systems with a 166-hp AC traction motor and a smaller motor generator, connected in such a way that the electric and gasoline power can be seamlessly blended. 

The Accord system is smooth, very efficient, and reasonably peppy, accelerating to 60 mph in 7.7 seconds, and covering the quarter-mile in 16.1 seconds at 88 mph. That makes the Accord the quickest PHEV on the market, now that the Fisker Karma has bitten the dust. 

With a fully charged battery, the EPA rates the Accord’s electric range at 13 miles. We measured 13.7 during an urban/suburban drive at the speed limit plus five mph. In the process, the Accord used 3.6 kWh of electricity, equivalent to 3.85 miles per kWh, an excellent figure. After the gas engine cut in, we averaged 42 mpg on a 500-mile drive from Ann Arbor to Michigan’s West Coast and back.

This efficiency doesn’t come solely from the powertrain. The Accord plug-in gets low rolling-resistance tires, a number of aerodynamic tweaks, and an aluminum hood, front subframe, and rear bumper beam to save a few pounds. Even so, the plug-in weighs 400 pounds more than a similarly equipped EX-L model. 

That additional weight is not terribly obvious, as the Plug-In uses the torque of its electric motor to move away briskly from a stop. Honda has also recalibrated its power steering to help the car feel lighter. Unfortunately, its heft is now too light, to the detriment of on-center feel and general cornering feedback. Grip is also down from the 0.86 g of the last conventional Accord we tested to 0.82, and the suspension feels softer. It rides placidly on smooth pavement, but there’s too much body motion if you start pressing a bit harder on bumpy roads. 

The new electric-servo brake, however, does a better job of blending regenerative braking with friction braking than most electric car brakes. The transmission also offers a B (battery) mode that substantially increases regen when you release the accelerator. In the city it lets you drive with one pedal most of the time, just like a Tesla does, and offers the same kind of lift-pedal deceleration you’d experience in first or second gear in a manual-transmission car. 

Another feature that’s new to the Accord is the LaneWatch blind-spot display, which turns on a camera in the right-side mirror whenever you activate your right turn signal. It brings up a view to the right, including your blind spot, in the main LCD display in the center of the dash.

Inside, the plug-in is much like other Accords, with a good driving position, a logical control layout, and plenty of room. The new, Bio Fabric upholstery looks and feels cheap, even if it’s produced by an environmentally friendly manufacturing process. And the Accord’s trunk gives up nearly half its (previously capacious) volume to the big battery. Outside, the plug-in is recognizable by its rear spoiler, several odd-looking bits of blue-toned brightwork, and tacky-looking aerodynamic wheels that might as well have been ripped from the shelves of Pep Boys. 

Of course, the prime directive of hybrids is to deliver efficiency and this Accord does that in spades. While we might like a bit more than 13 miles of electric range, the plug-in recharges quickly, needing only three hours on a standard 120-volt outlet and less than an hour with Honda’s 220-volt charger. 

All of this technical excellence costs a pretty penny—4,057,000 of them—though you do get a federal tax rebate of $3636, which brings the price down to $36,934. Compared to a well-equipped conventional Accord, which costs about six grand less, if you drive 10,000 in 20-mile chunks, with a full charge between each one, the plug-in will save you about $750. At that rate you will break even after 80,000 miles. That rate of payback will have to improve before the plug-in becomes as mainstream as the rest of its Accord siblings. 

Source;
 http://www.caranddriver.com/reviews/2014-honda-accord-plug-in-test-review