Honda Joins Vehicle-to-Grid Technology Demonstration Project in Partnership with University of Delaware and NRG Energy

Willett Kempton, Director of the University of Delaware’s Center for Carbon-Free Power Integration, shown with a 2014 Honda Accord Plug-in Hybrid Vehicle. The Honda Accord Plug-in Hybrid will be part of a demonstration project for experimental vehicle-to-grid (V2G) technology aimed at providing a potentially valuable energy storage resource to the nation’s electrical grid while providing for more cost-effective ownership of plug-in electric vehicles. The research project is a partnership with the University of Delaware and NRG Energy.

12/05/2013 - TORRANCE

Honda has joined a demonstration project for experimental vehicle-to-grid (V2G) technology aimed at providing a potentially valuable energy storage resource to the nation's electrical grid while providing for more cost-effective ownership of plug-in electric vehicles.

The Honda technology builds off of the research conducted by the University of Delaware and now supported by NRG Energy, Inc.  NRG and the University of Delaware, through their eV2g joint venture, came online early in 2013 with the world's first revenue-generating vehicle-to-grid project, demonstrating the controls, regulatory requirements, and market participation rules for selling energy storage from vehicles into the PJM Interconnection Regulation Market. Honda is supplying an Accord Plug-In Hybrid with added V2G capabilities to the University's Science, Technology and Advanced Research (STAR) Campus to jointly investigate the potential of this technology to benefit the electrical grid, vehicle owners and society.

Using smart grid technology, the V2G system is able to monitor the status of the grid to determine whether the grid requires additional power sources that can respond rapidly, or the grid requires power demands that can absorb transitional power supply. Such a system has the potential to reduce or eliminate the fluctuation of the grid, which can occur more frequently when renewable energy sources are introduced to the grid. Electric vehicle owners potentially benefit from supporting a more stable power grid, which can lead to reduced utility costs for the vehicle owner.

The Honda Accord Plug-In Hybrid demonstration vehicle is equipped with a bi-directional on-board charger, which allows the vehicle propulsion battery to both charge from and discharge to the electrical grid.  With an additional communication device, the vehicle receives signals from a grid operator via a charging station, and controls charge and discharge in accordance with the signals.  When electric power is requested by the grid, the vehicle will discharge power from its battery.  When the grid power supply exceeds demand, the vehicle proactively charges its battery.

About Honda
Honda is a leader in the development of leading-edge technologies to improve fuel efficiency and reduce CO2 emissions. Honda has led the Union of Concerned Scientists (UCS) rankings of overall vehicle environmental performance since 2000, and a Honda vehicle has topped the list of America's greenest vehicles from the American Council for an Energy-Efficient Economy (ACEEE) for eleven out of the past twelve years. In 2006, Honda became the first automaker to announce voluntary CO2 emissions reduction targets for its global fleet of automobile, power sports and power equipment products and its global network of manufacturing plants. In 2011, the company set a new CO2 emission reduction targets for 2020, including a 30% reduction in CO2 emissions from its products compared with 2000 levels.

Executive Quotes

"This technology has the potential to support both a cleaner and more efficient power grid and a more positive ownership experience for EV customers," said Steven Center, vice president of the Environmental Business Development Office of American Honda Motor Co., Inc.  "With V2G technology, a network of PEVs becomes essentially a distributed energy storage system. It makes for an even stronger value equation for plug-in vehicles, with benefits for both the community and the vehicle user."

"The participation of global automakers like Honda will help demonstrate and refine the technology," said Willett Kempton, professor in the College of Earth, Ocean, and Environment and Research Director of the University of Delaware's Center for Carbon-Free Power Integration.  "The University of Delaware has been developing the technology so that vehicle batteries can be used not only for mobility but also for grid services.  It is a big step toward a future with widespread availability of the technology to have Honda join our demonstration with their V2G-capable car."

"As the U.S. adds more intermittent resources to the grid, finding a lower cost energy storage technology that also benefits electric vehicle drivers is a great opportunity," said Denise Wilson, NRG Executive Vice President and President, New Businesses. "We see this demonstration by Honda as an important step in the development of vehicle to grid technology."  The demonstration is conducted in the area served by PJM Interconnection, which controls electricity supply in 13 states and the District of Columbia.

Source;
http://www.hondanews.com/channels/corporate-headlines/releases/honda-joins-vehicle-to-grid-technology-demonstration-project-in-partnership-with-university-of-delaware-and-nrg-energy

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

Automobile Mag: 2014 Honda Accord PHEV Driven

by Anne White www.automobilemag.com

There's something a little unsettling about driving the 2014 Honda Accord Plug-in Hybrid in all-electric mode. Press the push-button start, and the dash lights up and tells you the car is ready to go. But if you're waiting for the reassuring grumble of an engine turning over, you're going to be waiting a long time. This Accord is riding the wave of the future, and where it's going, you don't need (as many) gas pumps.  

The 2014 Honda Accord Plug-in Hybrid hit dealer showrooms in January 2013. With an EPA rating of 115 mpg-e combined, it is one of the most efficient cars money can buy. The Accord PHEV owes that rating to its 6.7 kWh battery, which Honda says can give drivers up to 15 miles of all-electric range when fully charged.

Is fifteen miles of range enough?
By adopting a sedate driving style and sticking to city streets, where the Accord PHEV can make the most of its regenerative braking capability, it's fairly easy to drive ten or more miles without engaging the 137-horsepower, 2.0-liter 4-cylinder engine (combined with the electric motor, net system output is 141 hp). Still, we eked out a full 15 miles of battery-powered travel just once during our weekend with the Accord.

Driving at high speeds and using climate control will significantly decrease electric driving range. And forget about full-throttle acceleration. The Accord Plug-in can travel in electric mode at speeds of up to 80 mph, but anything other than light acceleration will make the gasoline engine kick in to lend a hand.  

For our purposes, the Accord PHEV proved perfect. Our short commute on city streets with a 240-volt charging port at the end of it makes us the ideal customer for a plug-in hybrid. The car charges in just an hour with a 240-volt outlet and three hours with a 120-volt outlet, so by lunchtime the Accord is topped up and ready to go. (The speed of battery charging is the real differentiator in plug-in hybrids and EVs, we've found.) Plug it in again after lunch for the drive home, and we've gone 24 hours and almost as many miles without a drop of gasoline. 

Plug-in means flexibility
Left to its own devices, the Accord Plug-in automatically depletes its battery charge before switching to its gasoline engine. Yet drivers can also elect to save battery charge for later, say if they're driving fifty miles on the highway before ending up on city streets, which is a worthwhile feature.  

We like plug-in hybrids because the gasoline engine offers flexibility for drivers who sometimes need more range than a fully electric car could offer, just as in our weekend trip to darkest Indiana. Yet the Accord Plug-in is by no means a family road trip car, as we discovered. Why? Two words: trunk space. Because of the big battery pack, there's hardly room for a couple of overnight bags back there, so forget about packing a volleyball net or a few bags of groceries. If you're traveling in the Accord PHEV, you'll be traveling light.  

The 2014 Honda Accord Plug-in is good at what it does. It returns truly impressive gas mileage, drives well in the city and on the highway, and makes up for its short battery life with a very quick recharging time. Passengers found the ride smooth and were impressed by the car's standard technology, like a blind-spot camera that turns on when the right turn signal is engaged. The Accord PHEV suffers from slightly dorky "Look, I'm an EV!" styling -- those aerodynamic wheels may help fuel economy but they're not going to help you get a date -- but its crimes of fashion aren't egregious.

Better than the competition?
Good it may be, but how does the 2014 Honda Accord Plug-in stack up to the competition? It's a fairly even fight. The Ford Fusion Energi gets up to 21 miles of electric range, and it's available with leather seating, while the Accord is only available with Honda's tacky, eco-friendly cloth seats. Both cars start right around $40,000. Both are eligible for federal tax credits -- $3,750 for the Fusion Energi and $3,334 for the Accord Plug-in. 

They'll both serve you well, if a plug-in hybrid is what you're looking for. What's not clear is just how many people are looking for them. The Honda Accord Plug-in has sold just 200 copies in six months in the two states where it's available, California and New York. Honda says it's only planning to sell 1,100 of the vehicles in a two-year period, so don't expect to see them on every corner.

Source (with lots of other pic's);

http://www.automobilemag.com/reviews/driven/1308_2014_honda_accord_phev/

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

Edmunds: 2014 Honda Accord Plug in Hybrid

Pros

Plug-in hybrid technology; high fuel economy; premium feel interior; loaded with standard safety and convenience features; quick recharging times.

Cons

Considerably more expensive than the typical hybrid sedan; no folding rear seat.

What's New for 2014

The 2014 Honda Accord Plug-In Hybrid is an all-new model.

Introduction

Honda recently redesigned the Accord for its ninth generation, improving the sedan's interior and exterior styling. For 2014, the Honda Accord gains a new model, the Accord Plug-In Hybrid. With this new addition to the lineup, Honda becomes one of the few automakers to offer a midsize family sedan in a plug-in hybrid configuration.
Unlike Honda's other hybrids such as the Insight, the Plug-In has an all-new hybrid system that's capable of accelerating the car using pure electric power. And as its name implies, the Plug-In can be recharged externally, thereby minimizing gas usage. Honda says the Accord Plug-In provides about 10-15 miles of pure electric range, after which point it switches over to normal hybrid operation. In regular hybrid mode, this Accord earns EPA estimates of 47 mpg city/46 mpg highway and 46 mpg combined.
Like the standard Accord, the plug-in hybrid offers similar features and comes in one well-appointed trim level based on the standard Accord Touring trim. That includes LED headlights, a rearview camera, Bluetooth, a navigation system and monitoring of vitals like charge status, charging stations and even enabled remote charging controlled by smartphone apps. Honda says a full battery charge on a 120-volt outlet will take three hours, while charging on a 240-volt outlet takes less than one hour.
The family sedan segment is packed with more great choices than ever before, but the field is wide open for plug-in hybrids. For now, the Accord competes directly with the 2013 Ford Fusion Energi, which, like the Accord, bundles a lengthy list of winning features into a plug-in package. One could also consider the 2013 Chevrolet Volt. It offers approximately three times the electric-only range, though it only seats four and those in back will find cramped quarters compared to the Honda.
For now Honda will only sell the Accord Plug-In Hybrid in California and New York, so consider yourself lucky if you're interested in the car and happen to live in one of those states. We've yet to fully test the 2014 Honda Accord Plug-In, but check back for a complete evaluation in the coming months.

Body Styles, Trim Levels, and Options

The 2014 Honda Accord Plug-In Hybrid comes in one well-equipped trim level.
Standard features include 17-inch alloy wheels, LED headlights, foglamps, dual-zone automatic climate control, full power accessories, a rearview camera, adaptive cruise control, a tilt-and-telescoping steering wheel, an auto-dimming rearview mirror, special "bio-fabric" upholstery, heated front and rear seats, an eight-way power driver seat (with power lumbar), driver memory settings and a leather-wrapped steering wheel. Electronic features include Bluetooth connectivity, an 8-inch touchscreen interface, voice recognition, a navigation system and a six-speaker sound system with satellite radio, an iPod/USB interface and smartphone app integration (HondaLink). Adaptive cruise control, lane-departure warning and a blind-spot monitor are also standard.

Powertrains and Performance

The 2014 Honda Accord Plug-In Hybrid is powered by a 2.0-liter four-cylinder engine combined with an electric motor. Together, they send a total of 196 horsepower to the front wheels through a continuously variable transmission (CVT). A 6.7 kWh lithium-ion battery pack powers the electric motor.
The Accord Plug-In Hybrid offers three driving modes: full electric, gas/electric (switches when battery capacity depletes to a specific threshold) and gasoline (for higher speeds or under high demand for acceleration). Additionally, two sub-modes tailor the Accord Plug-In's hybrid mode. "HV" acts as a conventional hybrid, blending gasoline and electric power for optimum fuel efficiency, while "HV Charge" does the same, while feeding energy back into the battery.
The EPA estimates stand at 47 mpg city/46 mpg highway and 46 mpg combined.

Safety

The 2014 Honda Accord Plug-In Hybrid comes with antilock disc brakes, stability and traction control, active front head restraints, front seat side airbags and side curtain airbags. Blind-spot monitoring, lane-departure and forward-collision warning systems are also standard.
Of note is the LaneWatch blind-spot system, which instantly switches the 8-inch screen's display to a low and expansive view of the passenger side of the car when the right turn signal is engaged. A camera in the right-side mirror dedicated to this function provides a confidence-inspiring view, and acclimating to catching the view in the center-dash display is quick and natural.

Interior Design and Special Features

With a few exceptions, the 2014 Honda Accord Plug-In Hybrid features an elegant and well-constructed cabin trimmed with high-quality materials that you could almost mistake for an Acura. The center stack embraces the spirit of legibility with an effective three-tier layout, capped at the top with an 8-inch display.
Despite the new Accord's slightly smaller exterior dimensions compared to the previous generation, its interior room remains impressive. There is plenty of leg and shoulder space for front occupants, and rear-seat passengers should be quite comfortable and happy. Road and tire noise -- often among Honda's traditional weaknesses -- are noticeably reduced in the 2014 Accord thanks in part to two active noise-cancellation systems plus improved aerodynamics.
We're also fond of the visibility afforded by the Accord cabin, which offers a lower beltline, slimmer roof pillars and a generous amount of glass. Unfortunately, the presence of the plug-in hybrid's battery pack means the rear seat does not fold down, thus limiting the Accord's cargo usefulness. The trunk, at 8.6 cubic feet, is also considerably smaller than the regular Accord's.

Driving Impressions

We've yet to test the 2014 Honda Accord Plug-In Hybrid, so check back for impressions on the car's new plug-in hybrid powertrain and handling capabilities.

Source;
http://www.edmunds.com/honda/accord-plug-in-hybrid/2014/