With boosts from rising gas prices and a certain anti-war film, cars with hybrid gas-electric powertrains are the hottest thing on the market. It's one of those rare instances where the "right thing to do" is also "cool." Even if the economics still don't quite make sense.

As discussed in my review of the second-generation Prius, Toyota and Honda have taken different paths with their hybrid vehicles. After introducing an underpowered teardrop-shaped two-seater that attracted few buyers, Honda took a much more conventional approach, simply using an electric motor to assist an efficiency-optimized gas engine in an otherwise conventional Civic. Toyota, on the other hand, paired a much more powerful electric motor capable of driving the vehicle on its own with a unique Atkinson-cycle gas engine, and placed this powertrain in a unique--and unique-looking--vehicle with its own name, Prius. Given that part of the attraction of owning a hybrid is letting everyone know how good you're being, the Prius has received far more attention than the Civic.

Long-term, however, Honda's path will be the typical approach. Once the "new" has worn off, broadcasting hybrids' identity via unique sheetmetal will make about as much sense as the "4-speed automatic" emblems Detroit used to stick on cars so equipped. Toyota itself recently introduced its first hybridized conventional vehicle, a version of the Lexus RX, and many more are on the way.

But are hybrids ready for such mainstream duty? And what form will their application take? The powertrain of the first Prius lacked sufficient refinement for placement in a regular model. The various hand-offs between conventional and hybrid components were far from transparent, the steering and brakes felt odd, and the car was just plain slow. Put this powertrain in a Corolla, where a ready comparison could be made, and people would have had unrealistic expectations. After all, they expect a Corolla to behave like a Corolla, a known commodity. A weirdly-styled Prius, on the other hand...

So Honda was especially gutsy sticking a hybrid powertrain in its Civic a few years ago. The result was still a bit pokey, but the various handoffs were handled much more smoothly than in the downright sluggish first-generation Prius--in part because Honda's approach requires less drastic power transfers.

Toyota's second-generation Prius generally matched the Civic hybrid in terms of refinement, though the steering still feels a bit odd, and raised the ante with more passenger room and stronger acceleration.

Honda's latest response involves a hybrid powertrain in its signature model, the Accord sedan. This is a risky move, since consumers have very high expectations of an Accord owing to nearly three decades of class-leading refinement. A lumpy underpowered powertrain wouldn't go over well.

This might explain why Honda decided to pair an electric motor not with the Accord's four-cylinder but with the more powerful V6. Not only this, but while the Civic Hybrid's four is considerably less powerful than the four used in other Civics, the Accord Hybrid's V6 actually produces fifteen more horsepower--and twenty more foot-pounds of torque--than the regular Accord V6. The totals: 255 and 232, respectively. The Prius' gas engine is relatively wimpy, with just 76 peak horsepower. As I said, very different strategies.

Of course, these numbers only go so far. The real question is whether the driving experience that results fits people's expectations of an Accord. I took one for a test drive to find out.

Styling

For the most part the Accord Hybrid is just like a regular Accord V6, which I reviewed a couple of years ago. For example, unless you look closely enough to spot the slightly different wheels, itty-bitty rear spoiler, and "Hybrid" badge, you won't know you're looking at a hybrid. The sheetmetal is the same as any other Accord sedan. I like it, but many people find it frumpy, especially the rear end.

Inside the latest Accord has upscale styling that effectively disguises the hard plastic nature of many surfaces. This year Nissan upgraded the materials inside its Altima so that they generally surpass those in the Accord, but to my eye the Accord interior still looks richer. The only aesthetic change I noted was the addition of a small charge-assist gauge beneath the speedometer.

The Accord Hybrid is only available with a leather interior (along with most of the other trimmings of a top-line Accord V6). So if your desire to save the environment coexists with a belief in the ethical treatment of animals, well you're going to want a different hybrid.

Accommodations

Same interior here as the regular Accord. So you'll find reasonably comfortable and supportive front seats along with a fairly roomy rear seat that could provide more thigh support.

The rear seats in the Camry and Altima are roomier and more comfortable, but then they aren't (yet) available in Hybrid form. Currently, the Hybrid's main competitor is the Toyota Prius. I suspect most people think of the Prius as a compact, and thus significantly less roomy than the Accord. These people will be surprised to learn that the Prius actually offers an inch or two more rear legroom than the Accord, and its rear seat cushion provides more thigh support. On the downside, the Prius' futuristically arched roofline does cut into rear headroom. You'll find nearly an inch-and-a-half more in the Accord, and if you haul fairly tall adults in back this could be critical.

The big change with the Accord Hybrid involves cargo carrying versatility. Because the Hybrid's battery pack is located behind the rear seat, said seat no longer folds and the trunk loses about a fifth of its volume. You'll still be able to carry a healthy amount of stuff, but none of it better be lengthy. If you need cargo volume in your hybrid, then you'll want either a Prius, with folding seats and a hatch, or a hybrid SUV.

I should also note that unlike the regular Accord EX V6 the Hybrid lacks a sunroof and power passenger seat. I suspect they were working hard to keep the base price (before destination) under $30,000 and to earn an EPA city rating of 30. So these features were probably cut to save cost and weight.

On the Road

Now that we've got those bits out of the way I can get to the main point of this review: does this car have the refinement people expect of an Accord? Absolutely. Perhaps too much so. In sharp contrast to the first-gen Prius, if I drove an Accord Hybrid and Accord V6 back-to-back with no visually identifying features, I'd be hard-pressed to identify which was which. The electric motor's operation as a regenerator/power assist is utterly transparent. Without glancing as the bar graph beneath the speedometer I could not detect what it was doing at any given time.

The engine does cut off when the car comes to a stop if the A/C is not running, and then automatically restarts when you release the brake and hit the gas. Even more than in the Civic Hybrid this feature isn't nearly as noticeable as one might think, since the engine restarts so promptly and quietly and is nearly silent at idle.

About that simple bar graph: it's far less entertaining that the fancy power-flow LCD in the Prius.

There are some differences in how the Hybrid performs, all of a marginal sort and generally in its favor. Power is more plentiful than in the regular Accord V6, especially at lower engine speeds. The Accord V6 is already a quick car, and the Hybrid is quicker still. You can kiss any identification of hybrids with gutlessness goodbye.

Although the Hybrid's steering system is different, with assist provided by an electric motor instead of a hydraulic pump, I'd have to drive the two back-to-back to determine if they feel much different. The Hybrid's system did not feel significantly different than I remember a regular Accord's feeling, meaning good weighting, a moderate amount of effort, and decent if not great feedback. Honda certainly does a better job with such systems than GM.

Beyond the steering, the Hybrid like other Accords leans a bit much in hard turns to be considered a sport sedan. Also unlike a good sport sedan, it doesn't ask to be taken along a challenging road. But it handles easily and securely, and will rise to such a challenge when necessary.

My initial impressions was that the Hybrid rode more smoothly and more quietly, relying on my memory of earlier Accord test drives. But then I checked my earlier reviews. Any Accord rides smoothly and quietly much of the time. However, some surfaces introduce an excessive amount of tire thump in the EX V6 model. I did not note this thump in the Hybrid. It's possible that I simply did not drive the Hybrid on sufficiently disagreeable roads. But the Hybrid's different tires might also be a factor. I'll have to check whether a different model of tire is used.

None of these differences is large. Which might not do much to lend the car a unique character, but for most people will be a good thing. After all, the Prius offers a distinctive driving experience, but this entails slower acceleration, more obvious transitions between gas and electric bits, somewhat odd steering, tippier handling, and a busier (though still comfortable) ride.

The Point of It All

Of course, the big difference should be fuel economy. In addition to the usual fuel-saving features of a hybrid, the V6 in this Accord cruises on only three cylinders. (The resulting exhaust note left alone would sound odd, hence the active noise reduction.) The EPA numbers are markedly better, 30/37 as compared to 21/30 for the regular V6 and 24/34 for the four-cylinder. Pretty good considering the amount of power.

Update: An owner who asked me to create a separate listing for the Hybrid says she is only getting 22 miles-per-gallon. This despite being easy on the brakes. A bit distressing if her source--the trip computer--is accurate.

However, the Civic Hybrid and Prius post much higher numbers still, 47/48 and 60/51, so if top fuel economy is your goal the Accord Hybrid isn't your tool.

What, then, is the point of the Accord Hybrid? It has taken up residence in a different neighborhood along the power-efficiency trade-off curve. It's the car for people who want to maximize power and comfort first (remember the standard leather), and only then fuel economy. In other words, people willing to spend $3,000 more so they can feel they're doing the right thing, without making any other sacrifices, but also without the public recognition a Prius provides.

Then again, the hybrid powertrain's invisibility in the Accord might signal that its days as a gee-whiz novelty item are numbered. It's just about ready for installation in the average car. Only one barrier remains...

Honda Accord Hybrid Price Comparisons and Pricing

Even withtout the optional navigation system, the base price of an Accord Hybrid tops $30,000 after the destination charge is added. This puts it about $4,000 over a regular Accord V6 after adjusting for features. Compared to the Toyota Prius, the Accord Hybrid is about $5,900 more expensive, even after a $2,460 credit for its additional features. For additional, up-to-date comparisons, check out my vehicle price comparison website, www.truedelta.com.

How long will it take to earn this $4,000 back? I initially assumed a very long time, but the numbers actually suggest just a longish time. If you're in the 25% tax bracket, then a $2,000 tax deduction takes care of $500. With gas at $2.25, and assuming 15,000 miles a year at 21 vs. 30 MPG, it will take about 7.25 years to pay off the remainder. Since the car will last longer than seven years, and the time value of money is currently low (as measured by interest rates), then the car is just about financially viable.

Resale values probably won't be an issue. Unlike earlier hybrids, the Accord Hybrid actually performs better than the standard Accord, and so isn't subject to rapid obsolescence as hybrid technology improves. In contrast, I fully expect even a Gen 2 Prius to be a museum piece before the decade is out.

This leaves one big question: will the Hybrid's maintenance costs be significantly higher? The battery pack carries an 8/80 warranty, and Honda says it should last considerably longer than that. But what about the many other bits, which are only covered by the regular 3/36 warranty? If these prove reliable, then a used Hybrid should command a higher price than a used Accord EX V6, and thus recoup some of its higher cost when sold.

Based on how points work with home mortgages, most people want to see a payoff in four years or less. The Accord Hybrid is still a little long of this mark, but not much. Get the premium down to $2,000, and the final barrier will fall.

Last Words

Ultimately, I admire the seamlessness of Honda's execution of a hybrid powertrain, yet came away from this test drive much like I've come away from every Accord test drive. Impressed by the level of refinement. But if anything even less excited by the experience. Driving a Prius is much more interesting.

In the short term Honda's logic is flawed. As with the Civic Hybrid, but to an even greater extent, the Accord Hybrid is so non-obvious that people might wonder what they're spending the extra cash for. I mean, are you really interested in fuel economy? Or are you the equivalent of a Harley owner who spends the entire workweek in a suit, saving the black leather for an ocassional weekend of "dress-up and pretend"? Is Honda admirable for engineering the perfect car for fence-sitters?

Then there's the longer view. The Accord Hybrid asks to be evaluated purely on its merits rather than as a technological novelty with social bonus points. In other words, as a regular car. The shocking thing is, while the numbers aren't quite there, they're getting close. The Accord Hybrid might not quite make sense right now, but not too many years from now it could be just as normal as, well, an Accord.

A Note on Honda Accord Hybrid Reliability

I cannot practically cover reliability within the context of this review. However, many people are interested in such information, so I've started collecting my own data. Results, once they are available, will be posted to my site, www.truedelta.com, with updates every three months.

Unlike other sources, TrueDelta will clearly identify what difference it will make if you buy an Accord Hybrid rather than another vehicle by providing "times in the shop" and "days in the shop" stats (among others). You will be able to specify the number of years, annual miles, and types of repairs to include in Honda Accord Hybrid reliability comparisons. Will the hybrid bits make the Accord Hybrid any less reliable than a regular Accord? At which point will they start to fail?

Before I can report results, I need data on all cars--not just the Accord Hybrid--from people like you. To encourage participation, those who help provide the data will receive free access to the site's reliability information. Non-participants will have to pay an access fee.

For the details, and to sign up, visit www.truedelta.com.

A link to this website and alphabetized links to my other vehicle reviews can be found on my profile page.

Some of my reviews of related vehicles:
Honda Accord review
Honda Civic Hybrid review
First-generation Toyota Prius review
Second-generation Toyota Prius review

Recommended: Yes

Amount Paid (US$): 30140
Model Year: 2005
Model and Options: Accord Hybrid