2005 Honda Accord Review

Specifications

What Happens When Super Efficiency Meets Surging Power

It looks like an Accord. It rides and drives like an Accord. Heck, it even smells like an Accord, but no, this is no regular Accord. Its an Accord Hybrid. As it might appear, Im making a big deal out of the fact that theres just one additional word at the end of this Hondas name. Big deal, you might say to yourself, and you know what, it is. That one little word, that one inconspicuous badge, makes a world of difference in performance and economy, plus it actually makes it the ultimate Accord.

About this Accord; in a nutshell, its the third hybrid vehicle that Honda has committed to production and a new entry for 2005. Its role as environmentally friendly family transportation follows the compact Civic Hybrid sedan and the miniscule but ecologically sound Insight, but unlike the previous two trials, Honda has chosen a different tactic. Beneath its ordinary-clothes exterior lie advancements that place it bounds ahead of even the most technically advanced hybrid Honda makes. Its also the best Honda hybrid to date, a few words of notoriety which ought to be enough to project this Accord into fame, even if it is for only forty-five seconds or so, until the next revolutionary hybrid arrives.

For the sake of brevity, I wont dance around the Accords impressive stats and accomplished goals for too long. With Hondas IMA hybrid system, a “mild hybrid” system which operates in conjunction with the standard gasoline motor, Honda has effectively created a system that further boosts the V6 powertrain. Electrical assist makes for a 30 mpg city, 40 mpg highway rating possible, which bests not only the regular Accord V6 by some 43 percent, but the regular four-cylinder model as well. Heck, it even verges in on the Civics ratings, which as far as Im concerned is pretty darned good! When driven appropriately, its possible to extract a diesel-like 600+ miles per tank.

Never mind the fact that its the quickest Accord sedan in production, shaving a half second off its 0-60 mph time of just seven and a half seconds. Its only edged out by the more powerful, six-speed manual EX-V6 Coupe, but still, seeing the tailpipes and lights of this one will be an increasingly popular sight.

As you know, batteries and densely coiled wire arent light, the IMA system, components amassed together weighs approximately 285 lbs. With excess weight being the mortal enemy to performance machines and fuel-savers alike, Hondas engineers cleverly pared out weight by sorting through its material parts list. Amazingly, two thirds of this mass has been negated by revisions elsewhere in the car. Lightweight aluminum is used on the hood, the bumper beams, suspension components, wheels and non-supporting components of the chassis, not to mention a few nips and tucks that reduce weight elsewhere. All in all, the Hybrid weighs about 120 lbs more than a regular automatic V6 Accord for a curb weight of 3,525 lbs.

In the week when the Accord Hybrid was in my possession, I made a quick road trip down to Detroit, Michigan. Essentially a non-stop journey, the Accord Hybrid was an effective long-distance cruiser, swallowing highway mileage without guzzling gas. The entire trip, including mulling about in Ann Arbor, a total of close to 900 miles of driving used a tank and a quarter. The proof really is in the pudding; hybrid technology has very useful applications in areas youd have never thought.

While the Accord remains a popular choice with Americans, fending off other sedans challenging it for first place, I didnt spot a single hybrid model on the trip, but then again, theres nothing eye-catching to help. This Accord looks no different than any other plain-clothes model; the changes made are even subtler than that of the Civic Hybrid. Mods are limited to a decklid spoiler, aero antenna, charcoal-colored grille, and larger but more aerodynamic 215/60 R 16 wheels. The biggest clue is still the Hybrid badge, but youll have to squint to see it. At the same time, the plain-Jane black Accord didnt attract any unwanted attention either. With the upcoming 2006 facelift, expected to arrive early next year, the Hybrid will most likely become even more inconspicuous.

Inside, youll have to know exactly what youre looking for to spot any major differences. The standard gauges and instrumentation are slightly rearranged, but for the most part stay the same, aside from the green central IMA logo. Instead, the hybrids lifeline is read out through a set of tiny, minimized LEDs. Where in the Civic and Insight, one third of the instrumentation informs the driver, the Charge/Assist function is displayed horizontally. The batterys overall state is displayed in an undersized LED stack, overshadowed by the easy to read electroluminescent gauges.

Where all past Honda hybrids have used purpose-built engines for maximizing fuel consumption, the Accords ethos is a bit different. Here, Hondas engineers have taken a regular, well-established motor and improved it with new technologies in the quest of reducing fuel consumption. This time, the motor in question is Hondas 3.0-liter V6 engine which is an Accord specialty. Power is definitely not lacking in this hybrid, the gas motor is triple the size of the Insights and with 230-hp and 217 lb-ft of torque, only larger sport utility-based hybrids offer more power.

But add “hybrid” and expect the unexpected, even in unrelated areas; this staple 3.0-liter V6 hasnt been forgotten. Added to this motor is the VCM (Variable Cylinder Management) cylinder deactivation system that effectively shuts off the rear bank of cylinders. On the rearmost three cylinders, the valves (but not the spark plugs) are deactivated under light loads or when coasting. When its operating, a little Eco light shines green in the bottom quarters of the instrument panel. At a constant speed of 60 mph, its easy to keep the sign constantly lit, however, at higher speeds - 75 - 80 mph, encountering foothills or passing boots the other three cylinders back to life, to help maintain a constant pace.

Compared to DaimlerChryslers MDS system, Hondas choice to offer cylinder deactivation on a V6 makes for a more complex operation system. When MDS comes into play, it turns the Hemi V8 into a four-cylinder engine, but when Hondas version takes action it makes the smooth V6 into a coarse, noisy inline-three - something that most traditional Honda customers would probably not enjoy, especially given that this is Hondas “halo” hybrid. To counter the vibrations, Honda has fitted active electric engine mounts which adjust automatically. The torque converter in the transmissions works to further squelch the noise by clutching in sync with the vibes.

Torque converter? Yes, the Accord uses a regular automatic transmission, rather than a CVT unit which can be found in most self-shifting hybrids. Like the V6 engine, integral modifications have been made in the name of bettering fuel economy. From the interior or behind the wheel theres no difference to be found; the gearbox shifts the same as the regular five-speed automatic. In this case, the modification is structural, reducing the overall length of the entire gearbox by 2.4 inches in order to make room for the IMA electric assist motor.

Sandwiched between the engine and the gearbox is the all-important electric motor. Following the progression curve of technology, the Accords motor is thinner and more powerful than the Civics. At 2.7 inch thick, the 13.8 Kw motor generates a peak of 16 horsepower and 100 lb-ft of torque, providing an excellent output to size ratio and the extra boost which the heavier Accord needs. While the electric and gas motors individual power and torque peak at different times and levels, their combined effort works out to a maximum of 255 hp and 232 lb-ft of torque, all of which was gained by adding the IMA motor.

Under braking and coasting, the IMA system also works as a generator to recharge 144-volt battery pack thats comprised of 120 Sanyo Nickel-Metal Hydride cells. While hybrids havent been around long enough to call this system age old, its standard fit in all hybrid vehicles. Innovation in this department comes in the form of improved efficiency; the Accord Hybrid posts a segment-leading 95.2 percent regenerating efficiency, increased from the Civics 93.5 percent. Aside from a slightly grabby brake pedal which starts the process, this is yet another one of the many non-intrusive features of the IMA hybrid system.

The Accords IMA system, in combination with additional economy-minded tailoring, makes for some eyebrow-raising math. Take for example the city rating, which is 30 mpg; 25 percent of the reduced figure can be accounted for by the Idle-Stop system. Cylinder-deactivation lops off another 15 percent from the city figure, and a massive 57 percent when cruising on the highway, which is an impressive 40 mpg. When adding up all the aerodynamic-minded additions like the wheels, spoiler and antenna, the 0.30 to 0.29 Cd helps slim fuel consumption by 5 percent on the highway.

As the majority of the weight of the hybrid system is over the front wheels, Honda has adjusted the Accords suspension, well, accordingly. Mildly upgraded are the springs and dampers which are given a slightly firmer rate to compensate, but the changes are difficult to notice, feeling mostly the same. With the electric motors ability to provide 90 percent of its 100 lb-ft peak torque at lest than 4,000 rpm, there is a notable effect on the front wheels. Slightly wider tires attempt to assist, but the economy-built tires have difficulty coping, particularly in the wet. Torque steer, something unusual to hear in Accord sedans tugs away in corners, another unusual trait not normally found in Accords. Meanwhile, a switch to an electric power assist makes for light if not numb steering.

Honda has managed to cure one of my biggest comfort-related complaints that have to do with Hybrids in this latest Accord - maintaining temperature in Idle Stop mode, thanks to an air conditioner that too is a hybrid. When the engine is running, the belts operate the 4.6 cubic inch compressor, but when youre sitting still in traffic or at a stop light in idle stop mode, it switches over to a smaller 0.9 cubic inch electric compressor. Warm or humid air from surroundings continues to be chilled, backed only by the silence-breaking hum of the compressor, helping you keep your cool.

Investing in the Accord Hybrid has more going for it than just saving the environment, its chocked full of goodies that makes doing so a treat. Essentially, with the extra cost to fit the Accord with the new technology, Honda made the Hybrid the top of the line model, equipping all options available on the EX-V6 and more. Leather-trimmed heated seats, digital climate control, ABS brakes, traction control, and side curtain airbags are all standard. The Hybrid is also the most refined Accord, with extra noise-damping equipment, as well as a six-disc CD stereo system with noise cancellation. So hushed and isolated is the car at speed that you might find it difficult to argue something like the much more costly Lexus ES330.

One switch that stays blank, normally filled on regular Accords is the power glass sunroof. This was the only thing stripped from the options list, done so to help preserve weight. There is also the only option of a touch-screen satellite navigation system with voice-operated commands, a system pulled straight out of the Acura TSX. Other than this, the Accord Hybrid is very much a “what you see is what you get” affair, what you get, being everything.

Comparatively speaking, there are even fewer sacrifices to be made with the Accord Hybrid as opposed to other hybrids. In fact, it felt nearly identical a regular Accord, which I have also driven. As was mentioned, there are no major noise or comfort penalties detectable, and theres certainly no loss on power. If any, the differences are minor and convenience-related. The rear arm rest doesnt have the pass-thru feature of regular Accords and you lose about 19 percent of storage space as the battery is mounted directly to the rear seatback. Also hope that you dont have any sidewall punctures, as theres no spare tire. Instead you get a much lighter and compact can of sealant.

Even if gas hits and stays over $3.00 per gallon, it would take at least few years worth of hard driving to recoup the extra $3,290 it takes to purchase the base Hybrid version over the non-Nav equipped EX-V6, but theres much more going for this Hybrid than just excellent fuel economy, or a sense of satisfaction for purchasing a vehicle thats less wasteful on resources. On top of these, this is the only family sedan that delivers sought-after extras like additional performance and luxury while minimizing the hybrids impact on refinement and drivability. Foreseeable, this is the finest hybrid from Honda, until the technology infiltrates the Acura brand name. But, for the time well being, consider the Accord Hybrid as self-rewarding, and its purpose becomes crystal-clear: save the planet - and be really comfortable while doing it.