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

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).

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/