Comparison: Honda Mobilio vs Maruti Ertiga vs Toyota Innova

@NDTV auto

Honda's first-ever MPV for India - the Mobilio is surely one of the most awaited vehicles of the year. Expected to be launched in the second half of 2014, the Mobilio will take on both the Maruti Ertiga and Toyota Innova. While the Innova is known for its comfort, spaciousness and drivability, the Ertiga is a more affordable, frugal and has an impressive ride quality. After the launch of Mobilio MPV, which Honda will pitch as a more premium mid-sized MPV, people will have a product that is both more feature rich and most fuel efficient of the lot.

So, for all the people who are planning to buy an MPV this year, we compare Honda's MPV with its rivals on the basis of spaciousness, power, mileage and pricing.

Spaciousness

Since, the MPVs/MUVs are known for their spacious character, the overall dimension of a car is the most important aspect. In this department, the Toyota Innova scores more than both the Ertiga and upcoming Mobilio. The Innova measures 4585mm in length, 1765 in width and 1760mm in height, along with the class-leading 2750mm of the wheelbase. The Innova is the only car among the three to offer both the seven and eight seater models, other two are seven-seaters.

The Mobilio with its 4386mm length, 1683mm width and 1603mm height will be the least spacious vehicle among the three. When the comparison is between the Ertiga and Mobilio, the former is found to be more spacious. With 2740mm wheelbase, the Ertiga has 90mm more space between the wheels, but the Mobilio scores more in overall length (4386mm). Also, the Ertiga has more height (1760mm) and width (1765mm) than the Mobilio.

So, in terms of dimensions, the Mobilio MPV is the smallest among the three, but is expected to offer premium interior.

Power

In this department as well, the Innova outshines both of its rivals. With a 2.0-litre petrol and 2.5-litre diesel engine options, the Innvoa is the most powerful vehicle of the lot. The 2.0-litre petrol engine of the Innova churns out an impressive 131.4bhp @ 5600rpm, while yielding 181Nm of peak torque at 4,000rpm. While the 2.5-litre diesel engine produces 100.6bhp at 3600rpm and a rather impressive 200Nm of peak torque at 1200-3600rpm.

Second in the sequence of power is the Mobilio, which will share both of its petrol and diesel engine options with the Honda City. Both the engines are proven and potent, while the 1.5-litre i-VTEC petrol is known for its refinement and power, the 1.5-litre i-DTEC diesel is the most fuel efficient engine in the country today. The petrol 1.5-litre i-VTEC petrol engine produces 117bhp and 145Nm, while the 1.5-litre i-DTEC diesel belts out 98.6bhp and 200Nm.

The Maruti Ertiga is the least powerful vehicle of the three. Though, both the 1.3-litre multijet diesel and 1.4-litre K-Series petrol engine are very refined and fuel efficient. The 1.3-litre 16V DDiS petrol engine of the Ertiga develops 88.8bhp and 200Nm, while the 1.4-litre petrol engine of the MPV promises to deliver 93.7bhp and 130Nm.

Mileage

Fuel efficiency is yet another important aspect that one takes care of before buying an MPV. One buys an MPV so that an entire family/group of people can travel together in less fuel, though this wasn't the case before. Earlier, spaciousness used to be the prime concern for buyers, but cars like the Ertiga gave them an opportunity to own a car that is both spacious and fuel efficient. So, after Honda brings in the Mobilio, which is claimed to be the most fuel efficient MPV, people might prefer that over the other two.

In this area, the Mobilio might outshine both the Ertiga and Innova, thanks to the highly frugal 1.5-litre i-DTEC diesel unit. The Mobilo's 1.5-litre i-DTEC diesel engine is the same powering the City that returns the best-in-the-industry mileage of 26kmpl (ARAI certified). The Ertiga with its 1.3-litre multijet engine too is quite impressive with an ARAI certified mileage of 20.77kmpl. The Innova's 2.5-litre common-rail diesel with around 12kmpl is the least efficient of the three.

Pricing

Post the Honda Mobilio launch, people will have three MPVs in different price points, so they might choose whichever suits to their pocket. But the Mobilio MPV might have an advantage over its rivals as it will be a more premium offering than the Ertiga, and more fuel efficient than the Innova at a price point between the two. The Maruti Ertiga is priced in the range of Rs. 5.80 - 8.50 lakh (ex-showroom, Delhi), while the Toyota Innova starts at Rs. 9.43 lakh and goes upto Rs. 14.92 lakh (prices are ex-showroom, Delhi).

Overall

Basis on all the parameters we have compared these cars, the Innova is a clear winner here, leading in most departments, except for the mileage. In terms of mileage and features, the Mobilio leads the race, while if you need a car that is affordable and has a decent space and mileage, the Ertiga is the car for you.

In the second half of this year, Nissan's low-cost car brand Datsun too will roll out the GO+ MPV, which being a sub-4 metre car will enjoy excise duty cut and therefore be the most affordable MPV in India. So, one can wait for the GO hatchback based sub-compact MPV as well, if they need a seven-seater vehicle at the price of a B+ segment hatchback.

Toyota Etios Cross review

@Zigwheel

In today’s day and age, the SUV is the de facto king of the automotive segment. This statement holds true not only in India but also globally where everyone has seen a trend of regular sedan and hatchback buyers move slowly towards the more practical and often better looking utility vehicle segment. In India for example, nothing stirs up the excitement of the masses like a new SUV. The hatchback then, the traditional favorite of the Indian consumer has had to step its game up recently and what better way to do it than to emulate the SUV in terms of its macho looks and rugged appeal. The cross hatchback then encompasses the practicality and size of a hatchback with the visual aura of a SUV and Toyota’s latest offering in this segment is the all-new 2014 Etios Cross.

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While the Etios Liva, the hatchback the Cross is based on is rather plain and simple, Toyota have done a phenomenal job tarting the latter up. The first thing one notices is the large grille/bull bar in a shade of matte silver up front paired with a similarly finished skid plate. The grille itself now comprises of a set of vertically placed slats that continue with the 2014 Toyota Etios Cross’ chunky looks. Toyota has added visual bulk to the car with a set of well-crafted and high quality plastic claddings that adorn the car’s length. The bumpers, finished in matte black as compared to conventional body colored ones, too give a sense of purpose to the Etios Cross.

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The sporty additions continue with a set of matte silver roof rails and mirrors with inbuilt turn signals. We particularly liked the well-placed strips of chrome on the door handles and the silver side skirts and rear bumper cladding that completes the look. The Etios Cross also comes with a rather well detailed, chunky and handsome set of diamond cut 15-inch wheels that gel extremely well with the overall design of the car.

On the interior front, the 2014 Toyota Etios Cross gave us a rather pleasant surprise. As compared to the somber and rather plain interiors offered in the regular car, the Etios Cross with its piano black dashboard and its large dual-din infotainment system does give one a lot to look forward to. The infotainment system in particular feels extremely premium to touch along with most of the knobs and buttons on the car. The Etios Cross also comes with the sporty, flat-bottomed steering wheel that one gets in the TRD version of the Etios Liva.

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The  slightly redesigned driver’s binnacle, still placed in the centre of the car too has been given a slight once over. The Etios Cross also features a new interior package with black fabric seats and the ‘Etios Cross’ logos stitched in the seat backs. In general though, the Etios Cross feels great in the interior department with every switch, knob and panel reeking of quality.

The Toyota Etios Cross comes with three engine options: the 1.2-litre and 1.5-litre petrol and a 1.4-litre diesel mill. Carried over from the likes of the Etios Liva hatchaback and the Etios saloon, the engines feel at home in the Etios Cross. The 1.5-litre petrol engine, producing 90PS is the sportiest of the lot offering a wide rev band and some yummy acoustics. With 132Nm of torque and mated to a rather well sorted 5-speed manual transmission, the petrol engine does feel rather premium and sporty, exactly what the 2014 Toyota Etios Cross should feel like in our opinion.

But as with most other cars or SUVs in India, the crowd favorite is bound to be the 1.4-litre, 4-cylinder, D-4D diesel engine. This single overhead camshaft, eight valve engine may appear underpowered on paper with only 68PS of peak power and 170Nm of peak torque on tap, but in the real world, it tells a whole different story. With the motor generating all its torque at as little as 1800rpm, the Etios Cross diesel does feel rather nippy to drive around town as well as on the open highway. The 5-speed gearbox too feels precise and throws are both accurate and confidence inspiring.

The Etios Cross may look taller and bulkier than the regular car, but in fact the suspension on both are near identical. As with the normal Etios Liva, the Etios Cross is not meant to be a corner carving hot hatch. While the ride and handling exceed expectations in the city and in general urban driving conditions, the Etios Cross does feel a little light at higher speeds. There is more than a noticeable level of roll in the Etios Cross at triple digit speeds, a phenomenon that tends to take away some of the confidence the engine and gearbox package inspire.

The steering, precise and well weighted in the urban driving conditions too gets let down generally by the rather soft and roll inducing suspension setup. That said, we did indulge the Etios Cross over some uneven gravel and dirt surfaces and came out all smiles! Maybe there still is a bit of ‘Group A’ Celica GT-Four somewhere down there afterall.

The 2014 Toyota Etios Cross may just be the poke in the arm the cross hatchback segment needs to get off the line. The Etios Cross is a funky car for a funky era, especially in the bright new shade of orange Toyota has thankfully added to their portfolio. With a capable engine and gearbox package, acceptable suspension and handling, a snazzy new interior and prices expecting to be around Rs 5.5-7.5 lakh (ex-showroom), the Etios Cross is a worthy alternative to the conventional hatchback.

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Audi RS7: Review

@zigwheel

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If you are the kind that gets the kicks out of driving at insanely high speeds and pushing it to the limit while not compromising on the luxury factor, well it seems the Germans have understood your need for adrenaline. BMW has its M-division, Mercedes-Benz has its AMG department and Audi has its RS brigade. This breed of souped-up executive cars have been gaining popularity immensely due to their dual purpose versatility. In fact, in the Indian context, a car from this segment is by far one of the most logical choices to make; it lurks insanely close to supercars in terms of performance and at the same time is exceedingly elegant. What’s more, most of them even have the space to seat four. And when you talk about this class of cars, then you simply can’t keep the new Audi RS7 out of the conversation.

The Audi RS7 Sportsback is a gorgeous looking car that has an elegant sedan look up front and ends in a coupe-like rear, but then so does the A7. Look a little closer and you will start to notice that changes have been made in all the right places to give it a much more aggressive and meaner disposition. In the RS trim, Audi has taken the body of the A7, and remolded it with a honeycomb grille, flared wheel arches, huge air intakes, large twin-exhausts and 21-inch wheels. Most importantly, it doesn’t lose out on details like the orange LED turn indicators and the integrated rear spoiler in the process of making it look belligerent.

The superb design dynamics of the exterior continue on the inside as well. The dashboard and the centre console with carbon-fibre bits, the flat-bottomed three-spoke steering wheel, the gear lever that is covered in perforated leather, all add a touch of sportiness to the insides. Covered in a combination of black Alcantara and leather, the seats are sportily contoured yet comfortable. Ingress and egress at the back can be a task and a lot of it has to do with the swooping roofline, but once inside there is ample of room for the legs as well as the head. Additional features include a heads-up display, Bang & Olufsen audio system, climate control, MMI navigation and the works.

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But all of the aforementioned isn’t half of what the RS7 is actually about. Push the start button and the 4.0-litre biturbo V8 that produces 567PS of power and an insane 700Nm of torque roars to life. It has a pretty wide torque range too, from as low as 1750rpm to 5500rpm, which means you just need to bury your foot in the throttle and be pushed into the back of the seat and enjoy a sweet rumble of an exhaust note  as the car blitzes ahead. Capable of touching the 100kmph marker in a meager 3.9 seconds, it is the most powerful production Audi in the world. The RS7 has been limited to a top speed of 250kmph but on request, Audi can raise it up to 305kmph. The fact that it matches the 5.2-litre V10 engine Lamborghini Gallardo LP 550-2 in terms of performance speaks volumes about the performance of the car. If that isn’t enough to get your adrenaline pumping, consider into your calculations the fact that it is faster than the R8 and just about two-tenth of a second slower than the Mercedes-Benz SLS AMG.

The eight-speed ZF-sourced torque converter automatic gearbox is quick and responsive. In the dynamic mode the steering feels nicely weighted and the car comfortably climbs right up till the red line before shifting up with a loud grunt. Considering the fact that it runs on 275/30 R21 rubber, the transfer of bumps is inevitable but at the same time as the suspension gets stiffer it makes the car handle like a dream as you push it around bends and at no point in time do you feel the near two ton weight of the car. The Switch to the comfort mode and the car reveals a completely different persona. The steering and the suspension both become lighter to offer a relatively plush ride quality, the kind that you need for driving on the potholed city streets. The RS7 Sportsback is factory fitted with specifically tuned air-springs and offers a stiffer RS sport suspension with Dynamic Ride Control (DRC) that makes use of steel springs and three-stage adjustable dampers.
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The ventilated discs with fixed calipers up front as well as at the back are sharp and offer enough bite for a car that is capable of going that fast. Those keen on enhancing it further can opt for carbon ceramic brakes as well.

To make the car acceptably efficient, Audi has installed it with the Cylinder on Demand (COD) system. When cruising at a constant speed, it deactivates cylinders two, three, five and eight by closing the valves and shutting off fuel injection. Audi claims that this system reduces the overall fuel consumption by nearly ten per cent.

So, is it worth the Rs 1.28 crore (ex-showroom Delhi) price tag then? While the RS7 gets its heart from the S6 and the body from the A7, it doesn’t fail to make its own identity thanks to the tweaks at all the right places. It is a car that is always ready to please, whether you want to be wild or simply drive it to work every day. On the whole it gives you that perfect amalgamation of something that has the performance to offer a thrilling drive without making practicality an alien concept. The way we see it, it’s a perfect all-rounder. An ideal performance car for a business honcho who can carry his clubs to the golf field, trash it around a track, and enjoy a weekend getaway with ease and at the same time making a grand entry.

Ford India launches 2014 Ford Endeavour

@zigwheel

Ford India has given a facelift to its robust SUV, the 2014 Ford Endeavour, featuring new styling and improved equipment trim. The Ford SUV will be available in three variants and will be sold at the starting price of Rs 19.83 lakh for the base variant.

Speaking during the launch Nel Harris, President, Ford India, said, “At Ford, we are committed to delighting customers through continuous improvements in our products. Endeavour has remained a vehicle of choice for customers who desire a dependable, muscular, rugged yet comfortable and safe SUV. The 2014 Ford Endeavour has been made more stylish, dynamic and comfortable while retaining its core DNA of an all-terrain vehicle.”

The 2014 Ford Endeavour now comes with new headlights, fog lamp bezel, a new front grille, bumper and 16-inch alloy-wheels. Ford also offers blind spot detection on the passenger-side mirror and has improved visibility to the driver.

On the interior front the Ford Endeavour gets new leather seats, a high-end touch enabled entertainment system with Navigation. Other features include Bluetooth, steering mounted audio control and rear camera to felicitate parking. Apart from this the car remains similar to its outgoing version as mechanically it remains unchanged. The 2014 Ford Endeavour retains the 3.0-litre Duratorq diesel engines which pumps 156PS of power and a peak torque of 380Nm; along with a 330Nm, 2.5-litre powertrain.

The 2014 Ford Endeavour is available in three variants. A 2.5-litre, 4x2 Manual Transmission is priced Rs 19.83 lakh; a 3.0-litre, 4x2 Automatic Transmission comes at a price tag of Rs 21.28 lakh; while a 3.0-litre 4x4 Automatic Transmission is priced at Rs 23.06 lakh.

TVS Star City+: Review

@ZIGWHEELS

It is the segment that commands the lion's share among motorcycles. But that's a known fact. Also well known is that Hero is the boss of this, the entry-level motorcycle category. Not that this is stopping other bike makers from launching new products, and in fact, seeing higher numbers. Honda is managing it will the Dream series and Mahindra has struck gold with the Centuro. Bajaj has its Discover range and TVS has the Star.
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But, the Star is also the oldest of the lot. So, to bring it up the consideration list among new motorcycle buyers, TVS has now introduced a brand new Star - the Star City+. And, it joins the Star City and the Star Sports in TVS's lineup of entry level motorcycles. It will be the most expensive Star model - though not by much - but it will also be the most premium - both in look and in feel. TVS realises that the new bike buyer in the entry-level segment is looking for a stylish offering. Things like features and a reliable, fuel efficient and smooth engine also rank higher up in their 'must-have' list. Then there are bits like ease of riding and parking and seating comfort that the entry-level motorcycle buyer is not ready to compromise on.

TVS has got the styling bit almost spot on. The Star City+ with its pronounced creases, its clear lines and thoughtful detailing looks more expensive than it is. The paint finish, the quality of plastic, the operability of switches and the overall build quality is impressive too. The Star City+ also has more features than the regular Star City. It gets a partial digital layout for trip and fuel indication. It has an econometer that glows green when ridden sensibly and for economy, and red, when ridden hard; it can prove to be a good tool to extract higher fuel economy figures by using the throttle in accordance with the light.
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There's a service indicator as well. Alloy wheels, bar end weights and an alloy rear grab rail make up the remaining features list. The switchgear, with a pass by switch, is comprehensive too. What the City+ lacks are tubeless tyres, a front disc option and LED tail lamps. TVS says it is looking at introducing these missing features, but in the end it would depend on whether the end consumer wants it or not.
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The highlight of the new Star City+ though is its seating ergonomics. The seat is large and cushy and should prove comfortable over shorter commutes. The handle grips are soft to the touch and feel premium. Then there's the relation between the seat, handlebar and the footpegs. One sits upright, in typical commuter fashion, but the distance between the handlebar and the seat, and the height of the seat from the footpegs, makes for one of the roomiest, easy to ride and relaxed seating positions in this class of motorcycles. The tank knee recesses are usable too and thanks to the low seat height, the Star City+ is also an easy bike to get on.

Seating comfort, premium styling and features aside, entry-level commuters also demand light controls and a refined engine. On this count, the Star City+ has a light and progressive clutch and a light but crisp throttle response. It's also light to steer, which should make it a breeze to ride in traffic and with its light 109kg kerb weight, parking shouldn't be a hassle either.
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As for the engine, it is the same 109.7cc single cylinder air cooled unit you get on the Star City. It makes 8.3PS of max power and a torque of 8.7Nm on the City+. These aren't numbers that will make you sit up and take notice, but in the real world, the Star City+ feels reasonably peppy in the low and mid range. It is also refined and when commuting in the 50-60kmph range in fourth gear, there's hardly vibration or noise to bother the rider. It's only when the engine is revved close to the redline that the engine gets vibey and noisy and one can start feeling the vibes on the handlebar and seat. Also, there's no great performance to be had that high in the rev range and it's best to shift early and ride the engine's near flat torque curve.


TVS claims it has made a lot of improvements over the Star City's engine to get this result. To begin with the friction has been brought down by using moly coated pistons and a roller follower. TVS has also used a high energy coil with a step-less ignition map for more efficient combustion across the rev and load range. Air intake design has been optimised and the air filter itself is of a higher capacity. There's also a silent cam chain for noise reduction.
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As for effortless riding, like we mentioned earlier, the Star City+ with its light steering and good seating ergonomics should make for an intuitive and easy bike to manoeuvre through traffic. We say 'should' because we haven't yet ridden it in the city yet. What we can tell you is that the City+ might be a commuter, but it is also happy to change directions and is confident around bends. But, its rear does tend to wallow; something dialling up the preload on the 5-way adjustable rear suspension sorted out in no time. But, it still isn't the sharpest handling bike in its category.

The higher preload setting meanwhile also helps with the ride quality, particularly with a pillion as the Star City+ is now less prone to bottoming out. With just the rider, however, the softer setting works fine. We rode the City+ over some broken and some undulating roads and its ride is one of the most comfortable and least jarring in its class. Its front, even under severe load, doesn't bottom out; something its competition struggles with.
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The TVS Star City+ might be a late entrant in its class, but it is a well sorted and well executed entry-level motorcycle. It is stylish; it looks and feels premium; it is comfortable; and it has a refined, less noisy engine. It isn't the best when it comes to features, but it ticks the crucial boxes. Now, the price. The prices in the entry-level motorcycle segment are already very close with the Mahindra Centuro leading the race packing in the best price to features formula. If the Star City+ wants to make its presence felt in the segment it needs to beat the Centuro at its own game. Because if it does, the Star City+ will make a great buy indeed.

Nissan Micra XV D: 1000km Long Term Review

@ ZIGWHEEL

It hasn’t been long since I got my hands on the Nissan Micra dCi but I have still managed to spend a fair amount of time behind the wheel to get to know the car better. Having driven it for a considerable distance in the city as well as on the highway, I have been increasingly impressed with the overall package. In terms of design, the arrow head shaped headlamps, the front grille that is broken by a v-shaped slat in chrome and the taillamps that have been lined up with LEDs give the Micra an aggressive stance and it now look a lot more bolder than its predecessor.

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In the heart of things, the 1.5-litre diesel mill that works force in the Micra is extremely drivable with barely any lag and great roll-ons. Its ability to pick up from speeds as low as 20km/h in the third gear with utmost ease is what makes it very convenient to drive even in the bumper-to-bumper traffic in Mumbai. I recently made a trip to Kolad and the availability of ample of torque lower down the rev range ensured that it made those quick overtaking maneuvers on the two-lane NH17 without breaking a sweat. Returning 16.7kmpl overall, most of which was clocked in the city; it has proved to be pretty efficient too. My only grouse is the absence of insulation in the engine bay makes it cabin rather noisy.

Despite being progressive, the brakes need a little more bite, especially for a car that can attain three-digit speeds in a jiffy. The steering wheel is aptly weighted and accurate but the rather soft nature of the suspension wasn’t quite confidence inspiring especially when I pushed it on the twisties. The clutch isn’t too tedious either but the gearbox although precise could have been a little smoother.

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The interiors have been washed in grey with the piano black centre-console that houses the music system and the climate control doing its part in making things a slightly interesting on the inside. A long list of features like button start, steering mounted controls, keyless entry and Bluetooth telephony make the overall driving experience that much more convenient.

With a Just about two weeks and nearly a 1000km into its long term tenure, I am already starting to feel that the Micra is a highly underrated hatch and is a lot better car than given credit for.

Date Acquired: April 2014
Total km till date: 1077km
Fuel consumed: 64.49 litres
Efficiency: 16.7kmpl (As tested)
Cheers: Engine, Efficiency
Sneers: In cabin noise
Total Cost:  Nil

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Honda Accord Plug-In Hybrid Trendz @ CarandDriver

Two Accord generations ago, Honda offered a hybrid powertrain in its mainstream sedan. But it was a performance-oriented V-6 hybrid that never achieved the lofty fuel-economy numbers that eco buyers crave. Now, Honda is jumping back into the game with a new, efficiency-oriented Accord hybrid, and its mileage is impressive. It’s rated by the EPA at 47 in the city and 46 on the highway. Moreover, it’s a plug-in hybrid, and when operating on electric power, it gets 124 mpge in the city and 105 on the highway. Its combined rating of 115 mpge is bested only by Honda’s much smaller Fit EV.

To achieve this efficiency, the Accord plug-in uses an Earth Dreams 2.0-liter four-cylinder engine—this translates to a hybrid-typical Atkinson-cycle engine—coupled to a pair of electric motors, powered by a 6.7-kWh lithium-ion battery. The coupling arrangement is not the Integrated Motor Assist that Honda uses on other hybrids. Instead, it’s more like the Toyota and Ford systems, with a 166-hp AC traction motor and a smaller motor generator connected in such a way that the electric and gasoline power can be seamlessly blended.

The Accord system is smooth, efficient, and reasonably peppy, accelerating to 60 mph in 7.7 seconds and covering the quarter-mile in 16.1 seconds at 88 mph. That makes the Accord the quickest PHEV on the market, now that the Fisker Karma has bitten the dust.

With a fully charged battery, the Accord’s electric range is rated by the EPA at 13 miles. We measured 13.7 during an urban/suburban drive at the speed limit plus 5 mph. In the process, the Accord used 3.6 kWh of electricity, equivalent to 3.85 miles per kWh, an excellent figure. After the gas engine cut in, we averaged 42 mpg on a 500-mile drive from Ann Arbor to Michigan’s west coast and back.

This efficiency doesn’t come solely from the powertrain. The Accord plug-in gets low-rolling-resistance tires, a number of aerodynamic tweaks, and an aluminum hood, front subframe, and rear bumper beam to save a few pounds. Even so, the plug-in weighs 400 more pounds than a similarly equipped EX-L model.

That additional weight is not terribly obvious, as the plug-in uses the torque of its electric motor to move away briskly from a stop. Honda has recalibrated the power steering to help the car feel lighter. Unfortunately, its heft is now too light, to the detriment of on-center feel and general cornering feedback. Grip is also down, to 0.82 g, from the 0.86 g of the last conventional Accord we tested, and the suspension feels softer. It rides placidly on smooth pavement, but there’s too much body motion if you start pressing a bit harder on bumpy roads.

The new electric-servo brake, however, does a better job of blending regenerative braking with friction braking than that of most other electric-car brakes. The transmission offers a B (battery) mode that substantially increases regen when you release the accelerator. In the city, it lets you drive with one pedal most of the time, just like a Tesla does, and offers the same kind of lift-pedal deceleration you’d experience in first or second gear in a manual-transmission car.

Another feature that’s new to the Accord is the LaneWatch blind-spot display that turns on a camera in the right-side mirror whenever you activate your right turn signal. It brings up a view to the right, including your blind spot, in the main LCD in the center of the dash.

Inside, the plug-in is much like other Accords, with a good driving position, a logical control layout, and plenty of room. The new, Bio-Fabric upholstery looks and feels cheap, even if it’s produced by an environmentally friendly manufacturing process. And the Accord’s trunk gives up nearly half its (previously capacious) volume to the big battery. Outside, the plug-in is recognizable by its rear spoiler, several odd-looking bits of blue-toned brightwork, and tacky-looking aerodynamic wheels that might as well have been ripped from the shelves of Pep Boys.

Of course, the prime directive of hybrids is to deliver fuel efficiency, and this Accord does that in spades. Although we might like a bit more than 13 miles of electric range, the plug-in recharges quickly, needing only three hours on a standard 120-volt outlet and less than an hour with Honda’s 220-volt charger.

All this technical excellence costs a pretty penny—4,057,000 of them—although you do get a federal tax rebate of $3636, which brings the price down to $36,934. Compared with a well-equipped conventional Accord, which costs about six grand less, if you drive 10,000 miles in 20-mile chunks, with a full charge between each one, the plug-in will save you about $750. At that rate, you’ll break even after 80,000 miles. That rate of payback will have to improve before the plug-in becomes as mainstream as the rest of its Accord siblings.

(http://www.caranddriver.com/reviews/2014-honda-accord-plug-in-test-review)