Based on the familiar Accord and also made in Thailand, the Sport Accord Hybrid comes to the line-up as the new range-topper, with a rather eye-opening $ 58,990 plus on road costs starting price - $ 7,000 more than the former flagship V6L.
Reflecting this, Honda is making a clear aspiration to become a competitor premium car, a la now discontinued Legend. In fact, the company called the $ 57,000 Lexus IS300h - than the Toyota Camry Hybrid - The head of a rival car. Ambitious. You can even get Lexus ES300h for $ 60,500, which is roomier still.
Given the company axed Civic Hybrid and CR-Z because of low sales resulting from excessive prices, this is an interesting approach. And frankly, it does not look like a $ 60,000 car. The fact that Honda only sold in five dealers - Sydney, Melbourne, Brisbane, Adelaide and Perth - tell you it will be the prospect of a low volume. The company is not even a fixed target
It does not come loaded with equipment though (see the full price and specs here) and has some nice tech under the skin that differentiates it from the rest of the Accord range. This is not a hybrid light as its predecessor, since it is the first automaker to offer Hondas much-hyped Earth Dream two-motor system in Australia.
First, there VTEC port-injected 2.0-liter gasoline engine runs on the Atkinson cycle and makes 105kW and 165Nm. This is paired to a 124kW electric motors AND additional small generator motors, paired with 1.3kWh Li-ion battery with an eight-year warranty (residual mechanical Honda Accord is covered by a three year warranty / 100,000 km).
It is suitable for E-CVT, but there is actually no physical transmission. Operates without the need for a torque converter, mechanical or belt pulley. It is not using two motors for driving and power generation, coordinated by the IPU decision-making.
Interestingly, there are three driving modes. There is a pure EV mode for low speed, and another for higher speeds at which the multi-plate wet clutch and a control system separates the electric motor and the gasoline engine only powers the front wheels (you do not need some gear ratio step in cruising speed).
Most of the time though, you will be in Hybrid Mode. Here, the gasoline engine powers a generator, which powers the other motor that powers the wheels. Such as the Holden Volt, but without the plug-in function.
Standard system output 146kW and 307Nm, which exceeds the usual petrol Accord 2.4 129kW / 225Nm. However, it weighs 70 kg more and faster from 0-100km / h ... although badge Sport. It also lost to excel 206kW that this V6L / 339Nm.
What it is, though, is a fuel-effic ient cars are the most in its segment, with a claimed fuel use Australia combined cycle of 4.6 liters per 100 km. This is compared to 7.9L / 100km for the Accord 2.4 and 9.2L / 100km for the V6. We managed 5.7L / 100km in our trial.
Powertrain technology is certainly impressive. What amounted to a driving experience, though, is about par for the course for hybrid cars. This smooth and punchy at low speed and right of the track thanks to all the zero-rpm torque, and it is quiet at low speed pure electric power until you apply throttle heavier.
Once you do that, a gasoline engine chimes and strain through its rev band, and slurring CVT still coaxes drone powertrain (no stepping ratio) are estranged from your forward progress. He did not feel sporty, though the badge on his bum.
There is a fair degree of circular eco tire rumble and wind noise from the B-pillar at cruising speeds as well, which blunts the repairs and take on the air of luxury.
On the plus side, the electric-assisted steering system is well-weighted and progressive for the title, while the rise - the company on 18 inch rims - is still effective delivery and insulating occupants from long stretches of road surface on average. It is a fragile little more sharp bump such as roads join, though.
Honda has done commendably well with the feel of the brake pedal, considering he does not have the woods many hybrids, the result of a system based brake energy regeneration. There is also a mode that captures B in the transmission of additional kinetic energy through braking engine spares your brake pads.
In everyday driving, a driver assist system helps. The system displays your blind spot when you indicate to turn left, the eight-inch large screen. But why does not work when you turn right as well, alias overtaking in traffic jams? Cutting costs, we assume. Usual Accord gets a five-star ANCAP rating, which should be brought here.
Adaptive cruise control works well, although not in the mode B, as well as a flashing light system if it senses a collision near (having autonomous braking function well).
Honda considering the blatant targeting Lexus, there is a real responsibility on the cabin a premium feel. Its not just about having a long list of equipment. Heated leather seats, sat-nav (the right system is integrated, not-based applications one at most of the other Honda tacky), electric window blinds and a panoramic sunroof are nice, but what about the atmosphere?Based on the familiar Accord and also made in Thailand, the Sport Accord Hybrid comes to the line-up as the new range-topper, with a rather eye-opening $ 58,990 plus on road costs starting price - $ 7,000 more than the former flagship V6L.
Reflecting this, Honda is making a clear aspiration to become a competitor premium car, a la now discontinued Legend. In fact, the company called the $ 57,000 Lexus IS300h - than the Toyota Camry Hybrid - The head of a rival car. Ambitious. You can even get Lexus ES300h for $ 60,500, which is roomier still.
Given the company axed Civic Hybrid and CR-Z because of low sales resulting from excessive prices, this is an interesting approach. And frankly, it does not look like a $ 60,000 car. The fact that Honda only sold in five dealers - Sydney, Melbourne, Brisbane, Adelaide and Perth - tell you it will be the prospect of a low volume. The company is not even a fixed target
It does not come loaded with equipment though (see the full price and specs here) and has some nice tech under the skin that differentiates it from the rest of the Accord range. This is not a hybrid light as its predecessor, since it is the first automaker to offer Hondas much-hyped Earth Dream two-motor system in Australia.
First, there VTEC port-injected 2.0-liter gasoline engine runs on the Atkinson cycle and makes 105kW and 165Nm. This is paired to a 124kW electric motors AND additional small generator motors, paired with 1.3kWh Li-ion battery with an eight-year warranty (residual mechanical Honda Accord is covered by a three year warranty / 100,000 km).
It is s uitable for E-CVT, but there is actually no physical transmission. Operates without the need for a torque converter, mechanical or belt pulley. It is not using two motors for driving and power generation, coordinated by the IPU decision-making.
Interestingly, there are three driving modes. There is a pure EV mode for low speed, and another for higher speeds at which the multi-plate wet clutch and a control system separates the electric motor and the gasoline engine only powers the front wheels (you do not need some gear ratio step in cruising speed).
Most of the time though, you will be in Hybrid Mode. Here, the gasoline engine powers a generator, which powers the other motor that powers the wheels. Such as the Holden Volt, but without the plug-in function.
Standard system output 146kW and 307Nm, which exceeds the usual petrol Accord 2.4 129kW / 225Nm. However, it weighs 70 kg more and faster from 0-100km / h ... although badge Sport. It also lost to excel 206kW that this V6L / 339Nm.
What it is, though, is a fuel-efficient cars are the most in its segment, with a claimed fuel use Australia combined cycle of 4.6 liters per 100 km. This is compared to 7.9L / 100km for the Accord 2.4 and 9.2L / 100km for the V6. We managed 5.7L / 100km in our trial.
Powertrain technology is certainly impressive. What amounted to a driving experience, though, is about par for the course for hybrid cars. This smooth and punchy at low speed and right of the track thanks to all the zero-rpm torque, and it is quiet at low speed pure electric power until you apply throttle heavier.
Once you do that, a gasoline engine chimes and strain through its rev band, and slurring CVT still coaxes drone powertrain (no stepping ratio) are estranged from your forward progress. He did not feel sporty, though the badge on his bum.
There is a fair degree of circular eco tire rumble and wind noise from the B-pillar at cruising speed s as well, which blunts the repairs and take on the air of luxury.
On the plus side, the electric-assisted steering system is well-weighted and progressive for the title, while the rise - the company on 18 inch rims - is still effective delivery and insulating occupants from long stretches of road surface on average. It is a fragile little more sharp bump such as roads join, though.
Honda has done commendably well with the feel of the brake pedal, considering he does not have the woods many hybrids, the result of a system based brake energy regeneration. There is also a mode that captures B in the transmission of additional kinetic energy through braking engine spares your brake pads.
In everyday driving, a driver assist system helps. The system displays your blind spot when you indicate to turn left, the eight-inch large screen. But why does not work when you turn right as well, alias overtaking in traffic jams? Cutting costs, we assume. Usual Accor d gets a five-star ANCAP rating, which should be brought here.
Adaptive cruise control works well, although not in the mode B, as well as a flashing light system if it senses a collision near (having autonomous braking function well).
Honda considering the blatant targeting Lexus, there is a real responsibility on the cabin a premium feel. Its not just about having a long list of equipment. Heated leather seats, sat-nav (the right system is integrated, not-based applications one at most of the other Honda tacky), electric window blinds and a panoramic sunroof are nice,
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