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    2014 Honda Accord Hybrid



    William Maley

    Staff Writer - CheersandGears.com

    October 9, 2013

    While Toyota gets most the of spotlight when talking about hybrid vehicles, it is Honda that deserves a lot of credit for introducing hybrids to North America. In 1999, the Japanese brand introduced a weird looking two-seater vehicle called the Insight. The egg-shaped vehicle hid a very unique powertrain for the time; a gas engine paired with electric motor and a set of batteries. This combination helped the Insight get amazing fuel economy numbers.

    But since the first-generation Insight, Honda has played second-fiddle to Toyota in the hybrid marketplace. It isn't due to Honda sleeping on the job. It's more due to the majority of vehicles being flops. There was the 2004 to 2007 Accord Hybrid which put performance as the big priority and not fuel economy. There's also the second-generation Insight which looks very much like the Toyota Prius, but doesn't get the same or better fuel economy. Finally, we have the CR-Z which caused outrage because it wasn't anything like the original CR-X. The only real success since the first-generation Insight has been the Civic Hybrid which does decently in fuel economy and sales.

    But that isn't stopping Honda at all. Last year, the company announced two new hybrids for the Accord lineup; an Accord Plug-In Hybrid that would compete with the Ford Fusion Energi and a return of the Accord Hybrid. This time, the Accord Hybrid's main focus is fuel economy. Can the Accord Hybrid help boost Honda's credibility in the hybrid marketplace? To find out, Honda flew me down to Columbus, Ohio to investigate.

    gallery_10485_699_79441.jpg

    Honda is making a big break with their past on the 2014 Accord Hybrid; you will not find the Integrated Motor Assist (IMA) system found in many of their hybrid vehicles. Instead, the Accord Hybrid gets the new Sport Hybrid intelligent Multi-Mode Drive (i-MMD) system that made its debut in the Accord Plug-In Hybrid. Sport Hybrid i-MMD is comprised of five different components:

    • 2.0L DOHC i-VTEC four-cylinder Atkinson-Cycle engine producing 141 horsepower and 122 pound-feet of torque
    • Two 124 kW electric motors - One acting as a propulsion motor, one acting as a generator
    • 1.3 kWh Lithium-Ion battery
    • Electronic Continuously Variable Transmission (E-CVT)
    • Power Control Unit

    gallery_10485_699_344268.jpg

    These five pieces help the Accord Hybrid produce a total output of 196 horsepower and EPA fuel economy ratings of 50 City/45 Highway/47 Combined.

    To pull those numbers off, the Accord Hybrid has three different drive modes:

    • EV Drive Mode: Uses the electric motor to power the vehicle in light acceleration and cruising. The gas engine is decoupled from the drivetrain via a clutch to help reduce friction and increase fuel economy.
    • Hybrid Drive Mode: Electric motor and gas engine work together to provide power.
    • Engine Drive Mode: Engine is coupled back up to the drivetrain via a clutch and helps provide power during heavy acceleration and high speeds.

    You can also put the Accord Hybrid into a EV mode via a button on the center console. Once the battery is depleted to a certain point or the vehicle reaches a certain speed, the hybrid system will kick back on and charge the battery.

    Even with all of this technology, the Accord Hybrid is still very much an Accord in its design. You'll find blue accents on the grille and headlights for the Accord Hybrid. You also have a unique set of seventeen-inch wheels and hybrid badges on the front fenders and trunk lid to help it stand out from other Accords.

    gallery_10485_699_16875.jpg

    Inside, the Accord Hybrid is almost the same as the standard model. The only difference between the Hybrid and the standard model is a new gauge cluster that displays information about the battery and other information about the system. Otherwise, the Accord Hybrid has the same nicely appointed interior with soft touch materials and wood trim. The front seats were comfy with a fair number of power adjustments on EX-L and Touring models. The back seats provided excellent head and legroom.

    gallery_10485_699_2051482.jpg

    Controls are somewhat of a mixed bag. The steering wheel controls and climate control system are easy to understand and use. Then there is Honda's i-MID infotainment system. It begins with a large, eight-inch screen sitting on top of the dash. On the base model, you have a set of large buttons and a knob sitting just below the screen to move around. EX-L and Touring models push the buttons and knob towards the bottom of the center stack. In its place is a small screen that controls the radio presets and hands-free calling. My first impression with this system wasn't good. It took me a few moments to find the button to move from the radio to hybrid information. Trying to get those controls is a bit of a reach as well. Then there is the touchscreen which is not always the fastest nor most responsive when changing stations. If I had more time to play with the system, maybe my tune would change.

    Now that I have given you a lesson on the Accord Hybrid, it's time to see how it works on the road.


    During my time behind the wheel, I was impressed by how seamless the system would transition between the three different modes. Unless I was paying attention to the gauge cluster, I wouldn't notice the change of drive modes. That is less true under hard acceleration or when EV recharge mode is needed. One worry I did have is that engine was very loud when it turned on. I hoping this is an oddity with the pre-production models we're driving.

    Aside from this, the hybrid powertrain is able to get up to speed at a very decent clip. Leaving a stop or merging onto some of Ohio's highways, I found that I wasn't wanting to more power. The Accord Hybrid had enough to keep up with traffic.

    gallery_10485_699_494652.jpg

    Fuel economy wise, the Accord Hybrid was able to meet the EPA fuel economy ratings. During my time behind the wheel, I saw an average of 48 MPG. Out on the highway, I was able to see 50 MPG. 50 MPG out a midsize sedan?! Yeah, I was pretty impressed.

    The Accord Hybrid's ride was on the comfortable side with expansion joints and potholes being mostly ironed out. Wind noise is kept down, but the same cannot be said for road noise. Driving on rural roads or the highway, there was a noticeable amount of tire noise coming inside. Steering in the Accord Hybrid provided good weight and feel.

    One other feature I should point out is Honda LaneWatch. Mounted on the bottom edge of passenger's side view mirror is a camera that give you a view of what's to the right of you. You can activate LaneWatch by either pressing a button on the turn stalk or by signaling right. The system will pop up on the screen with a shot the road to let you know if its safe to pass or not. Its a creative solution, but I'm wondering why Honda doesn't also add a blind spot system to go with it as well.

    gallery_10485_699_2056381.jpg

    As for pricing, the Accord Hybrid sits between the Accord and Accord Plug-In Hybrid. The base Accord Hybrid starts at $29,945 (includes $790 destination charge) and will come with dual-zone climate control, power locks and windows, LaneWatch, and Bluetooth. Next is the Accord Hybrid EX-L which starts at $32,695 and comes with leather, upgraded audio system with a subwoofer, moonroof, backup camera, forward collision warning, and lane departure warning. Finishing off the Accord Hybrid lineup is the Touring which begins at $35,695 and includes navigation and adaptive cruise control.

    After spending some time with the Accord Hybrid, I think Honda has a very credible contender in the class. It has the performance and fuel economy that either matches or beats all of the competitors in the class. Plus, the value for the money equation is very strong here.

    But this is a big question looming for the Accord Hybrid: Can it be the model to put Honda as one the front runners in the hybrid class once again? We'll have to wait and see on that.

    gallery_10485_699_465227.jpg

    Disclaimer: Cheers & Gears was invited to a first drive event by American Honda and provided the travel, vehicles, breakfast, and lunch for the event.

    Year - 2014

    Make – Honda

    Model – Accord Hybrid

    Engine – Sport Hybrid intelligent Multi-Mode Drive (i-MMD): 2.0L DOHC i-VTEC four-cylinder Atkinson Cycle engine, two 124 kW electric motors,

    Driveline – Front-Wheel Drive, Electronic Continuously Variable Transmission (E-CVT)

    Horsepower @ RPM – 141 @ 6200 (Gas Engine), 124 kW @ N/A (Electric Motor), 196 (Total Output)

    Torque @ RPM – 141 @ 6200 (Gas Engine), N/A (Electric Motor), N/A (Total Output)

    Fuel Economy: City/Highway/Combined - 50/45/47

    Curb Weight – 3,550 lbs (Accord Hybrid), 3,595 lbs (EX-L), 3,602 lbs (Touring)

    2014 Accord Hybrid Pricing*:

    • Accord Hybrid - $29,945
    • Accord Hybrid EX-L - $32,695
    • Accord Hybrid Touring - $35,695

    *Includes $790 Destination Charge

    William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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    Excellent write up, nice to see their extensive line up choice and to read what the differences are for the price. I can see this pulling some sales away from Toyota for the Asian car fans. Honda will do well with it I suspect.

    Personal feeling on the inside dash is Honda still has a sliced and diced mix bag of styling and needs to bring someone in that can develop a coherent design language. Not feeling it for the interior mess or the bland exterior. But then there are many conservatives that will be happy with this car.

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    Nice idea and very good execution. But 30K for an Accord Hybrid will not cut it in today's marketplace. A $20K Insight will all of this tech would scare the Prius out of its complacency in a heartbeat because an Insight (with the new hybrid setup) would actually directly compete against it.

    Honda is being too rational again. Put that in a TLX or RLX, and it would work very well. Put that in an Insight so that the eco-conscious can brag about their MPG. Unfortunately, this is a well-executed idea that fails to adjust to the fact that many new car buyers want to make a statement a middle schooler would understand. A Prius does that; an Accord Hybrid does not.

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    Well trimmed Accords have always been a little pricey but if I'm paying that much, I'm ponying up a little more and getting the v6 and its sub 6 second 0-60 performance :).

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    Great article! It seems that Honda has lost its way in this brave, new world. I remember the insight briefly but since then I haven't really heard much of interest from Honda in regard to green tech.

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    On paper, the Hybrid is a no-brainer if you're shopping for an Accord EX and up. The hybrid pays for itself pretty much immediately.

    The $3,635 premium ($28,270 for an EX-L, $31,905 for an EX-L Hybrid) over a 72-month 1.49% interest loan amounts to $52.80 per month.

    If you drive 1,250 miles per month, the standard car costs $166.66 per month in fuel (assuming 30 MPG, $4/gal), while the hybrid costs $106.38 per month in fuel (assuming 47 MPG, $4/gal). Overall, the hybrid saves $7.48 per month.

    Once the loan is paid off, you save even more. And chances are, come resale time, the hybrid will be worth more than the gasoline-only car. Hybrids also have longer maintenance intervals and use up brake pads less frequently, and in CA emissions states, hybrid components are covered for 10 years, 150,000 miles.

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    The problem is that you can see those same, or close to the same MPG numbers for thousands less. The only way the hybrid Accord makes financial sense is in a vacuum.

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    True, as Diesels and alternative fuels take off with Higher and higher MPG, Hybrids loose out their value.

    Honda has their Civic CNG which comes fully loaded for $29K and at almost 40mpg, the cost of fueling is half what Petrol is at fast fill stations and if you fuel from home most times less than a $1 a gallon. Hard to justify this, I would rather take a fully loaded accord, convert it to CNG and get the same MPG with more Torque and HP at greatly reduced fueling cost.

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    Does anyone know when the public will see other models of the 2014 Honda Accord Hybrid? It was released in October and still nothing on the market other than the top Touring model released to the dealers and that was only one. I also know this was a rolling release, probably Honda assuring this hybrid will take off vs others in the past. It's unfortunate this vehicle can't be purchased at this time.

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      We have been waiting for quite a while for Honda to reveal the production Civic Si and this morning, they did just that.
      The 2017 Honda Civic Si may not look completely bonkers like the Type R, but we're not complaining about it. The subtitle changes such as the blacked-out grille, 18-inch wheels, center-mounted exhaust, and rear spoiler help the Si stand out from other Civic models without going completely mad. Move inside and the Civic Si comes well equipped with sport bucket seats, red digital gauge cluster, faux carbon fiber trim, automatic climate control, and a 7.0-inch touchscreen with Apple CarPlay and Android Auto compatibility.
      Under the hood is a tweaked version of the Civic's turbocharged 1.5L four-cylinder producing 205 horsepower and 192 pound-feet of torque. This is somewhat weak sauce when compared to the likes of the Volkswagen GTI (220) and Ford Focus ST (252). Honda does say those numbers do arrive at lower rpms (5700 for horsepower, 2500 to 5000 for torque). A six-speed manual is the only transmission on offer.
      For the chassis, Honda has fitted a set of adaptive dampers, stiffer springs and anti-roll bars, larger brakes, and a honest-to-goodness mechanical limited-slip differential.
      The Civic Si will be available as a sedan and coupe, and carry a base price in the mid-$20,000 range. At least you won't have to wait long as the Si arrives at dealers next month.
      Source: Honda 
      Press Release is on Page 2


      Honda Reveals 2017 Civic Si Coupe and Sedan in Dynamic Global Debut Video

      Apr 6, 2017 - TORRANCE, Calif.
      First ever turbocharged Civic Si is most agile, best-handling Si yet Standard features include Apple Carplay™ and Android Auto™ Production reveal of Civic Si Coupe and Sedan variants on YouTube The all-new Honda Civic Si Coupe and Civic Si Sedan debuted today in a global reveal video broadcast on Honda's YouTube channel at honda.us/2017CivicSiReveal. The exciting and dynamic video features the stylish, personal two-door coupe and sleek, accommodating four-door sedan - both sporty Si variants are designed for the everyday enthusiast. The new Civic Si Sedan and Coupe will go on-sale next month with an MSRP in the mid-$20,000 range.
      "The 2017 Honda Civic Si is our first turbocharged Si and sets a new sporty compact benchmark in terms of agility and precise handling while building toward the launch of the Type R as the final chapter in our epic 10th-generation Civic story," said Jeff Conrad, senior vice president automobile division, American Honda.
      Powertrain and chassis
      Powering the Civic Si is a high-performance, high-torque 1.5-liter, directed-injected and turbocharged DOHC in-line 4-cylinder engine with dual variable cam timing (dual VTC). Mated to a short-throw, 6-speed manual transmission, the powertrain provides a thrilling new driving experience with more low-end grunt and increased torque output across the engine's full rev range compared to the previous Si. Peak horsepower of 205 horsepower1 arrives 1300 rpm lower in the rev range, and the increased peak torque of 192 lb-ft2 (+18 lb-ft) is produced 2300 rpm earlier and sustained over 70 percent of the rev range.
      Allowing full utilization of the powertrain, the 2017 Civic Si is significantly lighter than the previous generation model and features a more rigid body including highly upgraded chassis and drive components. These upgrades include a dual-pinion adaptive electric power steering system with variable ratios, sport-tuned suspension, an adaptive damper system, a helical limited-slip differential, larger 12.3-inch front brake rotors and wider 235/40 R18 tires with a performance tire option. In addition to adaptive dampers, suspension upgrades include stiffer spring rates, more rigid stabilizer bars (+30 percent front, +60 percent rear), solid front and rear compliance bushings, and ultra-rigid front upper control arms shared with the Civic Type R.
      Allowing the driver to choose vehicle power and chassis dynamic characteristics according to their tastes and the driving environment, the 2017 Civic Si now features two driving mode options: Normal and Sport. From the more comfort-oriented yet well controlled default Normal Mode, the Sport Mode adjusts the suspension damping characteristics plus steering and throttle response for a more taut and direct driving experience.
      Sporty design and styling 
      Upping the sporty style quotient from the standard Civic Sedan and Coupe, the Si models feature an aggressive black "wing" front fascia with larger side air intake features, 18-inch 10-spoke alloy wheels with a model-exclusive two-tone finish, wearing 235mm-wide, low-profile tires, and a chrome center-mounted polygonal exhaust finisher. At the rear, the Si Sedan includes larger side vent features and a deck lid spoiler incorporating a LED brake light. The Si Coupe continues the Civic Coupe's distinctive full-width light bar and adds a prominent raised spoiler.
      The Civic Si interior features Si-exclusive bolstered front sport seats with red stitching, including stitched Si logos. The red sport stitching carries through to the doors, steering wheel and leather shift boot with aluminum shift knob. The Si interior also features a red driver's TFT meter and audio system illumination, aluminum sport pedals and Dry Metal Carbon instrument panel trim.
      Interior Comfort, Convenience and Connectivity
      The new Civic Si variants offers premium comfort and convenience features building off of the EX-T Civic Sedan and EX-T Civic Coupe, including:
      Electronic parking brake Walk away door locking Dual-zone automatic climate control Heated front seats Rain-sensing wipers Accommodating modern connectivity needs, the new Civic Si also includes a 7-inch Display Audio touchscreen that serves as the nerve center for control of audio, HVAC and other functions. The Display Audio is integrated with Apple CarPlay™ and Android Auto™ platforms, providing seamless integration of smartphone features and functions, including app-based navigation, streaming audio, voice-controlled search capabilities, and access to a host of Apple- or Google-approved smartphone apps. All Si models feature a 450-watt, 10-speaker AM/FM/CD sound system with SiriusXM® Radio, HD Radio™ and Pandora® capability.
      Safety 
      The 2017 Civic Si Coupe and Sedan are designed to provide a high level of collision safety performance in a wide variety of collision scenarios, including offset and oblique-angle frontal collisions as well as side and rear impacts. The Civic's safety performance starts with its class-leading forward visibility and precise, stable and predictable steering, handling and braking performance. Standard four-channel anti-lock brakes (ABS) with Electronic Brake Distribution (EBD), Vehicle Stability Assist (VSA)4 with traction control and Agile Handling Assist further enhance dynamic stability and emergency maneuvering and braking performance. The Civic Si targets the highest NCAP 5-star Overall Vehicle Score.

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