2014 Honda Accord Hybrid

2014 Honda Accord Hybrid

Episode 3312
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Despite being the first big player in the hybrid game with their Insight, Honda’s less than focused approach let hybrid superiority slip to the Toyota brand. One of Honda’s misfires was the original Accord Hybrid. A hybrid that oddly favored power over MPGs. Well, now there’s a new Accord Hybrid that is so efficient, it rivals the market leading Prius. So let’s see if Honda’s aim this time is on target.

The 2014 Honda Accord Hybrid is an entirely different animal than the V6 Accord Hybrid that arrived for the 2005 model year. The new Accord Hybrid is also a separate model from the limited production plug-in Honda Accord PHEV, although the two cars do share a lot of technology.

Make no mistake, the 2014 Accord Hybrid, built in Ohio, is aiming for mass market appeal and a much larger impact than any fuel-sipping Accord before it. It all starts with a fresh hybrid approach. No longer the IMA system, the Accord Hybrid bares a new 2-motor hybrid electric CVT powertrain. Called i-MMD, it follows the Chevrolet Volt in using an electric motor to actually drive the front wheels most of the time, getting electrical power from a gasoline generator, which is called the “second” motor.

Honda’s two-motor approach does come with a weight penalty as the Hybrid weighs almost 300 pounds more than a standard Accord sedan automatic. The hybrid hardware’s extra poundage is tempered by a new aluminum sub-frame and rear bumper beam. With close to 16-gallons of fuel capacity you can stretch the hybrid’s refueling stops to over 650 miles.   

Only at medium to high speeds operation is there a mechanical link that allows the car to run on gasoline power alone. So far the two-motor unit is identical to the Accord Plug-in Hybrid. However, the Accord Hybrid has a much smaller 1.3kWh lithium-ion battery, and cannot be plugged in to recharge.

There is an EV Drive mode for very slow speeds, and range is fairly limited. That’s similar to the Prius.

Some cars pull of the hybrid transformation better than others, and the Accord is about as undetectable as you can get at highways speeds, though you can sense a little drivetrain switcheroo, when darting about town. 

The gas burning generator part of the equation is a 2.0-liter I4 that outputs 141-horsepower and 122 lb-ft. of torque. Add in the 124kW of electric motor power and total powertrain productivity comes in at 196-horsepower. 

And while not a hot rod by any means, together they deliver a surprisingly sporty attitude. Regenerative braking is smooth in operation except at very low speeds. If more aggressive regen braking is desired, you can engage a braking mode with the gearshift lever.

Equally smooth are the upgraded amplitude reactive dampers that help reduce the floaty feel over bumps when driving at highway speeds, and again foster a more sporting feel than other family sized hybrids. 

When it comes to exterior styling, the Hybrid’s look is tweaked pretty significantly for a Honda product. There are optional LED headlights, standard blue tinting on the tail lights and grille, 17-inch aero-style alloy wheels, trunk lid spoiler, and a rear diffuser. It’s a look that is more aggressive than “greener”, with only a few classy hybrid badges indicating a more efficient status.    

As for interior compromises, there’s 3.1 cubic-ft. less cargo space and no folding rear seatbacks due to battery placement at the front of the trunk.

Like many high efficiency vehicles, there’s electric power steering, water pump, and A/C to help take some of the load off the engine. And, the Accord Hybrid also keeps track of your driving habits and gives you an ECO score. 

Government Fuel Economy Ratings come in at 50-City, 45-Highway, 47-Combined. That’s compares to a Combined rating of for 50 for the Toyota Prius, 41 for the Toyota Camry Hybrid, a more direct rival, and 30 for the standard Accord automatic. Naturally, the Energy Impact Score is stellar at 7.0-barrels of annual oil use with CO2 emissions of 3.1-tons.

That’s a lot of numbers. And, there’s others in pricing as the Accord Hybrid costs significantly more than a base 4-cylinder Accord starting at $29,945.

To be fair, the base Hybrid is far better equipped than a base Accord, with Honda’s LaneWatch, push button start, RearView Camera, LED daytime running lights, and side turn signal mirrors as standard. You have to upgrade to EX-L trim for heated seats and Touring level to get navigation where the hybrid premium is a smaller jump. 

While it’s doubtful the 2014 Honda Accord Hybrid can stop the Prius juggernaut, it’s good news that Honda finally has a competitive hybrid. Moreover, it’s a car that delivers on its high mileage promises without compromising the immense popularity that the Accord also enjoys. This is indeed one Honda hybrid that looks to be right on target.

Specifications

  • Engine: 2.0-liter I4
  • Horsepower: 196
  • Torque: 122 lb-ft.
  • EPA: 50 mpg city/ 45 mpg highway
  • Energy Impact: 7.0 barrels of oil/yr
  • CO2 Emissions: 3.1 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW
2024 Ford Mustang Dark Horse Roebling

2024 Ford Mustang Dark Horse

Not Just a One-Trick Pony

Episode 4328
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

The Mustang name alone is about as nostalgic as it gets, but it seems like whenever Ford ups Mustang’s performance ante, they double down with throwback names like “Boss” and “Mach 1.” But now they’ve actually come up with something all-new for the seventh-gen pony car. It’s the Mustang Dark Horse… and around the race track, it’s anything but stealthy!

Recently, MotorWeek awarded the all-new, seventh generation Ford Mustang with two top honors in our Drivers’ Choice Awards: “Best Sport Coupe” and, even more impressive, our 2024 “Best of the Year.” There are lots of reasons for that ultimate decision, from the modernized take on the iconic profile, to Ford’s unwavering support of the V8 engine and manual transmission. but another reason is this, the 2024 Ford Mustang Dark Horse, the first new Mustang livery in decades.

Bred as the next evolution of Mustang performance, the Dark Horse takes that pony car formula and really kicks it up a notch. It roars to life with Ford’s fourth-gen 5.0-liter, naturally-aspirated “Coyote” V8, cranked up to 500 horsepower–14 ponies more than a GT with active exhaust which is, by the way, standard here. This modern “five-oh” cranks out 418 lb-ft of torque, sent to the rear wheels through your choice of transmission: six-speed manual or, in our case, 10-speed automatic. Note that six-speed is the same Tremec used in the last Shelby GT350 and Mustang Mach 1, an upgrade from the GT’s MT-82.

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2024 Ford Mustang Dark Horse Badge
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On track, our drivers certainly would have preferred the six-speed, as the 10-speed felt more reactive than proactive, with automatic downshifts rather unaggressive. Manual mode using wheel mounted paddle shifters does improve things, allowing us to find better footing through all nine corners of Roebling Road Raceway.

However, for acceleration runs, there’s no doubt about it: this 10-speed rips! After a few trips to warm up the tires, we caught grip for a 0-to-60 time of 4.3-seconds. We have no doubt sub-4.0 seconds with this 10-speed is doable in ideal conditions.

But, the 40-degree air temps didn’t slow us down too much, racing down Roebling’s front straight to hit a 12.7-second quarter-mile at 117 miles-per-hour. Talk about warming us up!

And the day’s fun didn’t stop as we wrung out this 5.0-liter V8 to its 7500 rpm redline. Like Coyotes that came before, the Dark Horse’s V8 loves to rev, and with an exhaust note like this you’ll be compelled to oblige. We managed to hit 147 miles-per-hour before pulling back the reins: six-piston front Brembos that made easy work of hard stops. Joined by four-piston calipers clamping on the rear discs, these brakes were remarkable.

We enjoyed interrogating them lap after lap, but it took a lot for the Dark Horse tires to squeal: grippy Pirelli P Zero Trofeo RS rubber; 305’s in front and 315’s in back, both wrapping 19-inch wheels. Those wheels and tires are part of the available Handling pack, as are adjustable top strut mounts and revised chassis tuning. This $5,000 upgrade also adds the performance rear spoiler and Gurney flap– low enough to not limit visibility, but big enough to show you mean business.

And on the topic of appearance, the Dark Horse, despite the name, will stand out from your neighbor’s fresh-off-the-line GT. Available only as a coupe, it wears bespoke “Dark Horse” badging and graphics. The front end is almost evil with large nostrils sending air directly to the dual intakes, bookended by the seventh-gen’s tri-bar headlights. Opting for a bright color will show all these blacked-out elements even more, but we think it’s rather appropriate in this Blue Ember Metallic paint, reserved for Dark Horse Premiums.

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2024 Ford Mustang Dark Horse Engine
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The interior isn’t too far removed from the GT Premium. All models come with two large displays, a 12.4-inch instrument panel and a 13.2-inch infotainment touchscreen, mounted in one continuous housing. The Deep Indigo cloth seats can be swapped for these leather-trimmed RECAROs; quite comfortable on the street and very supportive on the track.

And although that’s where this machine truly shines, the Dark Horse is perfectly capable of gallivanting you around town too, as the standard MagneRide adaptive suspension means great handling in both scenarios.

Government Fuel Economy Ratings are on-par with a GT running on Regular, 14 city, 22 highway and 17 combined.

The Mustang Dark Horse pricing starts at $61,080, stepping up to $65,075 for a Dark Horse Premium. Add all the bells and whistles, and you can easily exceed $70,000.

But that still smacks us as a supercar-style bargain. So, is Dark Horse worthy of a permanent slot on Ford’s high-performance mantle? Or, does it simply live in the shadow of 60 years of Mustang greats?

Well, its name is “Dark Horse.” That’s far from “Black Sheep.” It’s loud, proud, and does everything a 5.0-liter Mustang should, and a lot more. So, our answer is undeniably… yes!

Specifications

As Tested

  • Engine: 5.0-liter NA V8
  • Horsepower: 500
  • 0-60 mph: 4.3 seconds
  • EPA: 14 City | 22 Highway | 17 Combined
  • Transmission: 10-speed automatic
  • Torque: 418 lb-ft.
  • 1/4 Mile: 12.7 seconds at 117 mph
  • Starting Price: $61,080