<http://schema.org/articleBody>
"  On-Sale Date: Now  Price: $40,570 (not including $3334 federal tax credit) Competitors: Ford Fusion Energi, Toyota Prius Plug-In Hybrid, Ford C-Max Energi, Chevrolet Volt Powertrains: 2.0-liter I-4, 141 hp, 161-hp electric motor; CVT; FWD  EPA Fuel Economy: 115 mpge (electric mode); 47/46 (city/hwy, gasoline mode) What&amp;#039;s New: Essentially the Accord Plug-In works both as a serial hybrid similar to a Chevrolet Volt and as a parallel hybrid like the familiar Toyota Prius. It can drive in all-electric mode or all-gasoline mode with the 124-kilowatt electric motor disconnected, and it can run the gasoline engine with extra electric assistance. Maximum torque is available the moment the throttle pedal is depressed whenever the motor is involved. That immediate thrust makes the Accord feel swift and easygoing in urban traffic\u2014a lightly whirring craft knifing through traffic. This plug-in is a bit lazy getting to highway speeds but cruises sweetly once there. EPA mileage ratings for the Accord Plug-In are 47 mpg in the city and 46 mpg on the highway on gasoline alone. Electric-only EPA ratings are expressed as the gobbledygook equivalent of miles per gallon on fossil fuels (mpge); the Accord Plug-In is projected at 124 mpge in the city and 105 mpge on the highway. But as bedazzling as the mpge numbers are, on a full charge the Accord Plug-In will go only about 13 miles before the battery is gasping for electrons. Even so, with a mere 12.2 gallons of liquid gasoline filling its tank this Accord could have a stunning potential range of 574 miles.  Tech Tidbit: Based on the line-topping Accord Touring model, the plug-in hybrid carries all the trimmings of that car except a moonroof (omitted for weight), while the leather upholstery was swapped out for recyclable &amp;quot;Bio Fabric&amp;quot; material. Outside the plug-in gets a unique nose with LED headlamps, 17-inch alloy wheels under aerodynamic plastic covers, and a trunklid spoiler. Not immediately apparent are the new aluminum hood, brake pedal, and rear-bumper beam. Nor are the aero-friendly belly covers, lower rolling-resistance tires, and low-friction wheel bearings obvious at first glance. Driving Character: Honda&amp;#039;s 2014 Accord Plug-In Hybrid drives freakishly well. Running almost all the time on electric power\u2014whether the current is taken from its 6.7-kwh lithium-ion battery or generated by its 141-hp, 2.0-liter four-cylinder engine\u2014it&amp;#039;s quick, quiet, and smooth. At first it&amp;#039;s disconcerting to hear the Atkinson-cycle internal combustion engine (ICE) running independently of throttle position, but that fades with experience. There&amp;#039;s no tachometer because, after all, the driver has no direct control of the gas-fired powerplant. The plug-in operates in three driver-selected modes. In EV mode, it&amp;#039;s a strictly electric vehicle with the ICE off until the battery runs low. In HV, it dances between the battery and ICE-turned generator depending on charge level and drivetrain load. Finally, in HV Charge it runs in HV mode with an emphasis on storing power in the battery. The plug-in drives pretty much the same in each of the three. Favorite Detail: Honda has the plug-in weighing in at 3799 pounds, 240 pounds more than the V-6-powered Accord Touring. But it carries the weight well. The steering is sweet, the regenerative brakes have a progressive feel, and the ride is mannered. Best of all, this is an Accord with all the quality and equipment that name implies.  Driver&amp;#039;s Grievance: Thirteen miles of pure EV driving isn&amp;#039;t much. Even though the battery charges in fewer than 3 hours on normal household current (and quicker from high-voltage systems), that tiny range restricts the plug-in&amp;#039;s usefulness to buyers with short commutes with chargers at each end. And drivers better not be hauling much stuff, because the battery knocks trunk space down to a puny 8.6 cubic feet\u2014little more than half that in other Accords\u2014and without the option of folding the rear seat forward. The Bottom Line: The plug-in is on sale now only in California and New York. In California, it qualifies for the single-occupant HOV access. But the price for that access is $40,570 (before a modest $3334 federal tax credit). That&amp;#039;s about $7000 beyond the most expensive conventional new Accord, and $18,000 more than the cheapest. There is also a $429 per month, 36-month lease deal. Either way, it&amp;#039;s tough to figure how the plug-in can pay for itself over its lifetime. Refinement is one thing. Accounting is something else. For those not concerned about pure economics or trunk space, the Accord delivers a rewarding experience. "^^<http://www.w3.org/2001/XMLSchema#string>
<http://www.popularmechanics.com/cars/motorcycles/a8707/2014-honda-accord-plug-in-hybrid-test-drive-15100260/?click=pm_news>