2014 Honda Accord Hybrid: This Time, it’s Serious
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For the 2013 model year, there was no hybrid twin for the conventional Honda Accord. An Accord Hybrid was produced from 2005 to 2007, but it wasn’t very successful in Canada or the U.S. This time, however, Honda’s not holding back and they have introduced a rather sophisticated 2014 Accord Hybrid.
To tell the hybrid apart from the conventional Accord, you’ll need a keen eye to spot the bluish headlights and grille, exclusive wheels, spoiler on the trunk and bluish taillights. The passenger compartment is even more discreet with black accents on the steering wheel and different instrumentation that tells the driver what’s going on under the hood. We’ll come back to that.
For this hybrid, Honda didn’t just tack an electric motor onto the gas engine (which is a 2.0-litre four-cylinder i-VTEC Atkinson-cycle engine that produces 141 horsepower at 6,200 rpm and 122 lbs.-ft. of torque between 3,500 and 6,000 rpm). Its electrical system also serves as the transmission and includes two motors: the first acts as a generator while the second is linked to the front wheels. Together, the combustion engine and electric motors generate 196 horsepower.
Three-mode hybrid
Dubbed “i-MMD” (intelligent Multi-Mode Drive) – I never understood why manufacturers begin the most important words with a lower case letter, but I digress – this two-motor system includes a lock-up clutch that directs, or not, power to the front wheels, power-assist brakes and 1.3-kWh lithium ion battery. And, of course, computers to control it all.
The vehicle has three modes. When starting out or moving at a slow, constant speed, the Accord runs exclusively in electric mode. Hybrid mode kicks in when more power is needed, such as during more vigorous accelerations or when the battery is low. Finally, the gas engine takes over when the vehicle runs at a constant speed on the highway. That said, it sometimes happens that the car is powered exclusively by the electric current, depending on the whims of the computerized management system. Note that during the gentlest of accelerations, it is possible to remain in all-electric mode. According to the Honda representative, there’s no predetermined speed at which the hybrid system intervenes, unlike the Ford Fusion Hybrid. This system will surely be used in other Honda products, but the company is refusing to divulge any further information.
For the launch of the Accord Hybrid, the folks at Honda drew up a route that included a very short stint on the highway and the rest on secondary roads where speed limits are stricter by definition. Knowing that automobile journalists are hopelessly proud, Honda organized a fuel consumption contest.
Let’s talk fuel consumption
Honda is promising 3.7 L/100 km in town and 4.0 on the highway. The best average of the day was precisely 4.0 L/100 km, but the authors of this impressive result admitted being hated by all the drivers that had to follow behind them! The worst result was 5.9 by a team that just didn’t seem to get how they should drive a hybrid car. I scored a respectable 4.5.
So, 4.0 L/100 km on the highway is possible, but you’ll practically have to risk your life in order to obtain it! Last week, on a round trip to Niagara Falls in an Accord Hybrid, our average ended up being 6.0 (after being at 6.1 for some time). We drove sometimes at the speed limit, often over, but never so fast as to trigger one of the numerous radars on the 401. If you drive more often than not on highways, a diesel engine will be just as good in terms of fuel consumption. In town, where frequent stops help regenerate the battery, 4.0 litres is surely feasible.
On the road
On the highway, I often had the impression that the Hybrid was a little less sharp than the conventional Accord with the four-cylinder. During accelerations, there’s a distinct lack of vigour. It takes 8.0 seconds to go from 0-100 km/h, which is neither excellent nor terrible. When I was driving, I was pleased to note that I didn’t hear that screeching sound that is so typical of electric motors. On the other hand, I heard it from the passenger side. Most disappointing, however, was the very “meh” sound of the four-cylinder in flat-out acceleration. Changing from mode to mode is totally imperceptible. To regenerate the battery more quickly in certain situations, such as going downhill, you can opt for “B” mode on the gearbox. It’s an ultra efficient engine-brake.
The energy recovery brakes are easily adjustable and do not require a period of adaptation, proof that Honda really worked hard on this point. The steering behaves exactly as it does in a regular Accord and is beyond reproach.
Hybrid cars have come a long way over the last several years, but driving one still means making a few sacrifices. The battery takes away a good portion of the Accord Hybrid’s trunk space (438 litres in a Touring versus 348 in a Touring Hybrid). Moreover, the rear seatbacks don’t fold down and there is no pass-through between the trunk and the passenger compartment.
The Accord Hybrid is offered in two versions: Hybrid and Touring Hybrid. The first costs $29,590, the second $35,690. A plug-in version will soon be available.
The small world of hybrids is steadily improving, as is the offer – and consumers are reaping the benefits.
