2013 Honda Accord Press Kit - Powertrain

For the new ninth-generation Accord, Honda engineers were committed to improving the performance of both 4-cylinder and V-6 engines, while also making substantial gains in fuel efficiency. Two Earth Dreams™ engines are initially available in the 2013 Accord family – an all-new direct-injected (DI) 2.4-liter inline 4-cylinder engine, and a significantly updated 3.5-liter V-6 that is Honda's most powerful to date. Launching in early 2013 (in the all-new 2014 Honda Accord Plug-in Hybrid (PHEV) Sedan), an all-new Earth Dreams™ 2.0-liter 4-cylinder/two-motor plug-in hybrid powertrain will also join the lineup.

Available transmissions include a new continuously variable transmission (CVT) for the 4-cylinder engines, unique 6-speed manuals for the 4-cylinder and V-6 engines, and a new 6-speed automatic for V-6 models.

The new non-hybrid powertrains help the 2013 Accord surpass the previous-generation model in fuel economy by a significant margin. The Accord Sedan with 2.4-liter 4-cylinder engine and CVT has an EPA fuel economy rating of 27/36/30 mpg city/hwy/combined², an improvement of 11 percent in combined driving. The Sedan with the 3.5-liter V-6 engine and the 6-speed automatic transmission returns an EPA fuel economy rating of 21/34/25 mpg city/hwy/combined2, for an improvement of four percent over its predecessor in combined driving.

The new direct-injected 2.4-liter i-VTEC inline 4-cylinder powerplant is the base Accord engine. Offering 185 horsepower and 181 lb-ft. of torque, this engine delivers 4-percent more horsepower and 12-percent more torque compared to its predecessor, while operating on regular unleaded fuel and meeting PZEV and ULEV-2 emissions standards. With its high-flow exhaust system, the Accord Sport Sedan 4-cylinder engine generates 189 horsepower and 182 lb-ft. of torque.

The Accord's efficient new direct-injected inline 4-cylinder engines can be paired with either an all-new 6-speed manual transmission with smooth and precise shift action, or with a new Continuously Variable Transmission (CVT). With a wider ratio range than the 5-speed automatic transmission it replaces, combined with greater operating efficiency, the CVT is a major contributor to the Accord's improved fuel efficiency.

The available 3.5-liter V-6 engine now delivers 278 horsepower at 6200 rpm (an increase of seven horsepower) and 252 lb-ft. of torque at 4900 rpm. Torque is significantly improved between idle and the 4900-rpm torque peak, where the engine typically operates. On V-6 models with an automatic transmission, the engine also features a new generation of Variable Cylinder Management (VCM) variable displacement technology and a special SOHC i-VTEC valvetrain. Depending on driving conditions, the engine operates on three or all six cylinders to help boost fuel efficiency or power as needed. The V-6 is designed to run on regular unleaded fuel and also meets ULEV-2 emissions standards.

The V-6 engine can be paired with a smooth-shifting 6-speed manual transmission, or a new 6-speed automatic transmission with Grade Logic Control. More compact and efficient than the 5-speed automatic transmission it replaces, the 6-speed automatic improves the acceleration and fuel efficiency of the V-6 Accord. The V-6 is designed to run on regular unleaded fuel, and has an EPA fuel economy rating of 21/34/25² mpg city/hwy/combined (Sedan).

In early 2013, the Accord Sedan lineup will also feature the first application of a new two-motor plug-in hybrid system. The Honda two-motor hybrid system moves continuously through three modes (all-electric, gasoline-electric and direct-drive) to maximize fuel efficiency. In all-electric mode, the 2014 Accord Plug-in Hybrid (PHEV) will use a 6.7 kilowatt-hour lithium-ion battery and a powerful 124 kW electric motor to achieve an all-electric range of 10 to 15 miles. Fully recharging the battery will take less than three hours using a 120-volt outlet and less than one hour using a Level-2 (240-volt) charger.

Engine Availability: Accord Sedan
	LX, EX, EX-L	SPORT	EX-L V-6, Touring
Engine	DOHC i-VTEC® inline 4-cylinder	DOHC i-VTEC® inline 4-cylinder	SOHC i-VTEC® V-6 with VCM
Displacement	2356cc (2.4-liter)	2356cc (2.4-liter)	3471cc (3.5-liter)
Compression ratio	11.1:1	11.1:1	10.5:1
SAE Horsepower @ rpm	185 @ 6400	189 @ 6400	278 @ 6200
SAE Torque @ rpm (lb-ft.)	181 @ 3900	182 @ 3900	252 @ 4900
Transmission	6 MT/CVT	6 MT/CVT	6AT
EPA fuel economy rating, mpg City/Hwy/Combined	27/36/30 (CVT) 24/34/28(6MT)	26/35/29(CVT) 24/34/28(6MT)	21/34/25
Fuel type	Regular unleaded	Regular unleaded	Regular unleaded
Emissions certification (CARB/EPA)	ULEV-2/PZEV (CVT) ULEV-2(6MT)	ULEV-2/PZEV (CVT) ULEV-2(6MT)	ULEV-2/PZEV

 

Engine Availability: Accord Coupe
	LX-S, EX, EX-L	EX-L V6 6AT	EX-L V6 6MT
Engine	DOHC i-VTEC® inline 4-cylinder	SOHC i-VTEC®V-6 with VCM	SOHC i-VTEC® V-6
Displacement	2356cc (2.4-liter)	3471cc (3.5-liter)	3471cc (3.5-liter)
Compression ratio	11.1:1	10.5:1	10.0:1
SAE Horsepower @ rpm	185 @ 6400	278 @ 6200	278 @ 6200
SAE Torque @ rpm (lb-ft.)	181 @ 3900	252 @ 4900	252 @ 4900
Transmission	CVT/6MT	6AT	6MT (w/o VCM)
EPA fuel economy rating, mpg City/Hwy/Combined	26/35/29 (CVT) 24/34/28 (6MT)	21/32/25	18/28/22
Fuel type	Regular unleaded	Regular unleaded	Regular unleaded
Emissions certification (CARB/EPA)	ULEV-2/PZEV (CVT) ULEV-2(6MT)	ULEV-2/PZEV	ULEV-2

SAE J1349 testing method

2.4-liter inline-4 (LX, EX, EX-L Sedan)

• 2.4-liter, DOHC, i-VTEC® direct-injected (DI) inline-four 
• 185 horsepower @ 6400 rpm (SAE net) 
• 181 lb-ft. torque @ 3900 rpm (SAE net) 
• i-VTEC® (Variable Valve Timing and Lift Electronic Control) + VTC
• EPA fuel economy rating of 27/36/30 mpg (CVT) city/hwy/combined² 
• Regular unleaded fuel 
• Direct injection system 
• Direct ignition system
• Drive-by-Wire Throttle System™
• CVT or 6-speed manual transmission
• Close-coupled catalytic converter plus under-floor catalytic converter
• ULEV-2 Emissions compliant
• PZEV version available in California, Connecticut, Maine, Maryland Massachusetts, New Jersey, New York, Oregon, Pennsylvania, Rhode Island, Vermont and Washington

2.4-liter inline-4 (Sport Sedan)

• 2.4-liter, DOHC, i-VTEC® direct-injected (DI) inline-four
• 189 horsepower at 6400 rpm (SAE net)
• 182 lb-ft. torque at 3900 rpm (SAE net)
• i-VTEC® (Variable Valve Timing and Lift Electronic Control) + VTC
• EPA fuel economy rating of 24/34/28 mpg (Sedan MT) city/hwy/combined²
• Regular unleaded fuel
• Direct injection system
• Direct ignition system
• Drive-by-Wire Throttle System™
• CVT or 6-speed manual transmission
• Steering-wheel mounted paddle shifters (CVT)
• Close-coupled catalytic converter plus under-floor catalytic converter
• High-flow exhaust system
• ULEV-2 Emissions compliant
• PZEV version available in California, Maine, Massachusetts, New Jersey, New York and Vermont

2.4-liter inline-4 (LX-S, EX, EX-L Coupe)

• 2.4-liter, DOHC, i-VTEC® direct-injected (DI) inline-four
• 185 horsepower @ 6400 rpm (SAE net)
• 181 lb-ft. torque @ 3900 rpm (SAE net)
• i-VTEC® (Variable Valve Timing and Lift Electronic Control) + VTC
• EPA fuel economy rating of 26/35/29 mpg (CVT) city/hwy/combined²
• Regular unleaded fuel
• Direct injection system
• Direct ignition system
• Drive-by-Wire Throttle System™
• CVT or 6-speed manual transmission
• Steering-wheel mounted paddle shifters (CVT)
• Close-coupled catalytic converter plus under-floor catalytic converter
• ULEV-2 Emissions compliant
• PZEV version available in California, Connecticut, Maine, Maryland Massachusetts, New Jersey, New York, Oregon, Pennsylvania, Rhode Island, Vermont and Washington

3.5-liter V-6 (EX-L V-6, Touring Sedan; EX-L V-6 Coupe)

• 3.5-liter, SOHC, i-VTEC® V-6
• 278 horsepower at 6200 rpm (SAE net)
• 252 lb-ft. torque at 4900 rpm (SAE net)
• i-VTEC® provides Variable Cylinder Management (VCM) for fuel efficiency (not available with 6MT)
• Close-coupled catalytic converters plus under-floor catalytic converter
• EPA fuel economy rating of 21/34/25 (Sedan 6AT), 21/32/25 (Coupe 6AT) mpg city/hwy/combined¹
• Regular unleaded fuel
• Direct ignition system
• Drive-by-Wire Throttle System™
• 6-speed manual transmission (Standard on EX-L V-6 Coupe)
• 6-speed automatic transmission with steering-wheel mounted paddle shifters (EX-L V-6 Coupe)
• ULEV-2 Emissions compliant

2.0-liter inline-4 Plug-in Hybrid (PHEV Sedan)

• 2.0-liter, DOHC, i-VTEC® inline-four
• Maintenance-free 124-kW electric motor
• 6.7 kWh Li-Ion battery
• 10- to 15-mile full-electric range per charge
• Electric-servo braking system
• Built-in 120-volt charger
• 240-volt charge capability
• i-VTEC® (Variable Valve Timing and Lift Electronic Control) + VTC
• Regular unleaded fuel
• Direct ignition system
• Drive-by-Wire Throttle System™
• Electric coupled Continuously Variable Transmission (CVT)
• Close-coupled catalytic converter plus under-floor catalytic converter

Direct-injected 2.4-liter inline 4-cylinder
An all-new direct-injected 2.4-liter DOHC i-VTEC 4-cylinder engine that develops 185 horsepower and 181 lb-ft. of torque powers the Accord LX, EX and EX-L Sedan, and the LX, EX and EX-L Coupe. This is the first production example of Honda's "Earth Dreams Technology" which is comprised of a next-generation set of technological advancements, which greatly enhance both driving performance and fuel efficiency.

The engine's direct injection (DI) system and other technologies combine to create a significant 12-percent increase in engine torque output, with greater power available over a wide operating range. Peak power is also up by eight horsepower, an increase of four percent. This clean-running engine meets PZEV emissions standards in select states, and Federal Tier 2, Bin 5 standards in most states.

Fuel economy ratings are significantly improved due in part to efficient direct injection, a new combustion chamber design, offset cylinder bores and a range of friction reducing technologies. The 4-cylinder Accord Sedan equipped with the CVT has an EPA fuel economy rating of 27/36/301 mpg city/hwy/combined. Further enhancing all-around performance, engine weight has been reduced by 3.5-percent with a lighter block design, resin cam cover and a more efficient accessory belt design.

Engine Block, Crankshaft and Pistons
The Accord's 2.4-liter engine has a new, lighter-weight die-cast aluminum block with a single main-bearing cradle design that creates a rigid assembly to help minimize noise and vibration. Cast-in iron cylinder liners provide long-lasting durability. Each journal on the forged-steel crankshaft is micropolished to reduce internal friction. To improve smoothness throughout the rpm range and help lower noise levels, the Accord is fitted with an internal balancer unit. Consisting of a pair of chain-driven counter-rotating shafts located in the oil pan, the balancing system helps quell the inherent second-order harmonic vibrations that normally impact inline 4-cylinder engines.

To reduce piston-sliding friction, the cylinder bores are now offset by 8.0-mm from the crankshaft. This gives the connecting rods a more favorable angle during each power stroke, which reduces side loading on the pistons and in turn, improves efficiency. The direct-injected engine features a forged crankshaft for high rigidity and low friction. With increased diameter of the counterweights, the crankshaft offers optimized flywheel effect, while minimizing the total weight.

New lightweight pistons have a carefully optimized skirt design to minimize reciprocating weight, and reduced weight minimizes vibration and increases operating efficiency. The piston crowns are dished, to help maintain stable combustion and to optimize distribution of the stratified fuel charge from the direct injector in each cylinder. This close control over the combustion process boosts overall operating efficiency.

The new engine is also positioned differently within the Accord's engine bay. While the previous-generation powerplant was positioned with a 15-degree rearward slant, the new generation direct-injected engine is positioned with a 10-degree rearward slant to accommodate the differing packaging requirements of the new forward exhaust layout.

Friction-Reducing Technologies
The Accord's 4-cylinder engine makes use of new friction-reducing technologies designed to improve engine efficiency. The outer skirts of lightweight aluminum pistons feature a low-friction coating applied in a unique dot-pattern application. The result is reduced overall friction as the pistons move within the cylinder bores. Plateau honing further lowers the friction level between the pistons and the cylinders by creating an ultra-smooth surface. Plateau honing is a 2-stage machining process that uses two grinding processes instead of the more conventional single honing process. This also enhances the long-term wear characteristics of the engine. Low viscosity oil (0W-20) also reduces friction.

Cylinder Head and Valvetrain
The direct-injected Accord 4-cylinder engine has a lightweight cylinder head that is made of pressure-cast aluminum alloy. The exhaust ports are now located on the front side of the engine (the previous-generation Accord had the exhaust ports located on the rear of the engine) which provides greater freedom in the layout of the close-coupled catalytic converter which mounts directly to the cylinder head. With exhaust passages cast directly into the cylinder head, the need for a traditional separate exhaust manifold is eliminated.

A silent-chain drives dual overhead cams and four valves per cylinder, and features a new double-arm tensioner design that reduces operating friction. The cam drive is maintenance free throughout the life of the engine. To help further reduce friction, the finish of the camshaft journals has been improved.

To help boost fuel efficiency and power, the combustion chamber shape and valve angles have been optimized. The previous-generation Accord 4-cylinder engine had a 51-degree included angle between the intake and exhaust valves. In the new direct-injected engine, the included valve angle has been reduced to 35-degrees. The narrower valve angle decreases the surface-to-volume ratio and helps create a flatter, more compact combustion chamber that reduces unburned hydrocarbon emissions. With this new combustion chamber shape and the precise control of direct injection, the compression ratio has been increased to 11.1:1 (up from 10.5:1 on the previous port-injected engine), yet the engine still operates on regular unleaded fuel.

The cylinder head features a new high-tumble intake-port design. In combination with the new combustion chamber and piston crown shape, the design's high level of airflow tumble helps create a homogenous fuel mixture for low fuel consumption and high airflow for high power output.

i-VTEC Valve Control System
The Accord's direct-injected 2.4-liter DOHC 16-valve i-VTEC engine uses an advanced valve-control system to combine high power output with high fuel efficiency and low emissions. The Accord system combines VTC (Variable Timing Control), which continuously adjusts the intake camshaft phase, with Variable Valve Timing and Lift Electronic Control (VTEC), which changes valve lift, timing and duration of the intake valves.

At low rpm, the VTEC intake valve timing and lift are optimized for rapid swirl-pattern cylinder filling. As engine rpm builds past 4800 rpm, the VTEC system transitions to a high-lift, long-duration intake cam profile for superior high-rpm engine power.

The "intelligent" portion of the system is its ability to continuously vary the timing of the intake cam relative to that of the exhaust camshaft. This helps boost power and also provides a smoother idle (allowing idle speed to be reduced). The intake cam timing is varied based on input from sensors that monitor rpm, timing, throttle opening, cam position and exhaust air-fuel ratio. The result is increased fuel efficiency and lower NOx emissions.

Direct Injection System
Conventional engines using multi-port fuel injection to mix fuel and air before they enter the combustion chamber. With direct injection, fuel is injected directly into the combustion chamber. This allows for better combustion and overall efficiency.

The Accord's 2.4-liter 4-cylinder engine has been redesigned to incorporate direct-injection (DI) for 2013. This is the first application of direct-injection for a Honda vehicle in the North America. The system features a compact high-pressure direct-injection pump that allows both high fuel flow and pulsation suppression, and variable pressure control optimizes injector operation. A multi-hole injector delivers fuel directly into each cylinder (not to the intake port, as in conventional port fuel injection designs).

The multi-hole injectors can create the ideal fuel/air mixture in the cylinders and also create a weak stratified combustion effect that maximizes fuel efficiency at lower power settings. The stratified charge puts a mixture that's richer near the spark plug for easy ignition, while other areas on the combustion chamber have a leaner fuel/air ratio.

Based on the operating conditions, the direct injection system alters its function for best performance. Upon cold engine startup, fuel is injected into the cylinders on the compression stroke. This creates a weak stratified charge effect that improves engine start-up and reduces exhaust emissions before normal operating temperature is reached.

Once the engine is fully warm for maximum power and fuel efficiency, fuel is injected during the intake stroke. This helps create a more homogeneous fuel/air mix in the cylinder that is aided by the high-tumble intake port design. This improves volumetric efficiency, and the cooling effect of the incoming fuel improves anti-knock performance.

High-Efficiency Catalytic Converters
Key contributors to the Accord 4-cylinder engine's excellent emissions performance are its high-efficiency catalytic converters. One converter mounts directly to the front of the cylinder head, close-coupled for fast activation after the engine is started. A second converter is positioned slightly downstream, beneath the passenger compartment floor. Both converters use a thin-wall design that increases internal reaction area and improves efficiency. A high-efficiency exhaust system and high-density catalytic converters help the Accord engine meet stringent ULEV-2 emissions certifications in California and Federal Tier 2 Bin 5 certifications.

PZEV Version
A PZEV (Partial Zero Emission Vehicle) version of the 185- and 189-horsepower 4-cylinder direct-injected engines is available in California, Connecticut, Maine, Maryland Massachusetts, New Jersey, New York, Oregon, Pennsylvania, Rhode Island, Vermont and Washington. The principal differences between the PZEV Accord and the ULEV-2 version sold in all other states is a remapped Powertrain Control Module (PCM) programming. The horsepower, torque and EPA-estimated fuel economy of the PZEV and ULEV-2 engines are identical.

Direct-injected 2.4-liter inline 4-cylinder (Sport Sedan)
The direct-injected 2.4-liter inline 4-cylinder that powers the Sport Sedan is essentially identical to the engine in the LX, EX, EX-L Sedan and LX-S, EX, EX-L Coupe. The Sport Sedan's 189-horsepower inline 4-cylinder meets ULEV-2 in most states, and PZEV emissions standards in select states.

The key feature that allows this engine to make an additional four horsepower compared to the 185-horsepower 4-cylinder engine is a special exhaust system with larger diameter tubing and dual outlets that nets a 52-percent increase in flow relative to the 185-hoursepower 4-cylinder system.

3.5-liter SOHC i-VTEC V-6
The Earth Dreams™ 3.5-liter V-6 engine available in the Accord EX-L V-6 and Touring Sedan, and EX-L V-6 Coupe has been extensively reworked for 2013 with a range of improvements including revised intake and exhaust ports, updated valve timing and Variable Valve Timing and Lift Electronic Control (VTEC), and when equipped with automatic transmission, Variable Cylinder Management (VCM) with a wider range of operation. The aluminum-alloy 24-valve engine now produces 278 horsepower at 6200 rpm (an increase of seven horsepower) and generates 252 lb-ft of torque at 4900 rpm. Torque is markedly improved in the lower ranges below 4900 rpm where the engine typically operates.

Along with the increased horsepower, the updated V-6 also contributes to a 13-percent increase in the estimated EPA highway fuel economy rating (with automatic transmission), thanks in part to internal friction reduction features including an oil-ring ion-plating treatment, plateau honing and reduced auxiliary-belt tension. A new tumble-type intake port design improves combustion efficiency, and torque-converter function in the new available 6-speed automatic transmission has been refined. A 3.5-percent weight reduction is due to a new cylinder head bridge structure with separate rocker arm holders and lightweight resin cam covers. The Accord V-6 has an estimated EPA fuel economy rating of 21/34/25¹ mpg city/hwy/combined (Sedan 6AT).

Engine Block and Crankshaft
With its 60-degree V-angle, the Accord's V-6 engine is inherently smooth and has compact overall dimensions that allow efficient packaging within the vehicle. The V-6 has a die-cast lightweight aluminum alloy block with cast-in-place iron cylinder liners. Made with a centrifugal spin-casting process, the thin-wall liners are high in strength and low in porosity. The block incorporates a deep-skirt design with four bolts per bearing cap for rigid crankshaft support and minimized noise and vibration.

A new cooling control spacer positioned in the water jacket surrounding the cylinders helps to keep operating temperature and tolerances more consistent. Plateau honing further lowers the friction level between the pistons and the cylinders by creating an ultra-smooth surface. This 2-stage machining process uses two grinding processes instead of the more conventional single honing process. Plateau honing also enhances the long-term wear characteristics of the engine.

Cylinder Heads/Valvetrain
Like other Honda V-6 powerplants, the new 2013 Accord V-6 engine's 4-valve cylinder heads are a single-overhead-camshaft design, with the cams driven by the crankshaft via an automatically tensioned toothed belt. Made of low-pressure cast, low-porosity aluminum, each cylinder head incorporates a new "tumble port" design that improves combustion efficiency. An integrated exhaust manifold cast into each cylinder head reduces parts count, improves flow and optimizes the location of the close-coupled catalyst.

i-VTEC with 2-stage Variable Cylinder Management™ (VCM™)
The Accord's available SOHC V-6 with automatic transmission includes a new generation of     i-VTEC with Variable Cylinder Management (VCM). Advances to VCM technology make a large contribution to the Accord V-6's  estimated EPA fuel economy rating of 21/34/25 mpg city/hwy/combined (Sedan with automatic transmission). That's an increase over the EPA rating for the previous Accord V-6 (20/30/24 mpg city/hwy/combined) of 1-mpg city, 4-mpg hwy and 1-mpg combined.

i-VTEC Valve Control System
The Accord's V-6 engine combines Variable Cylinder Management (VCM) (when equipped with automatic transmission) with Variable Valve Timing and Lift Electronic Control (VTEC), which changes valve lift, timing and duration of the intake valves. A new switching mechanism allows each cylinder to operate with low-rpm valve lift and duration or high rpm lift and duration. When equipped with automatic transmission, the rear cylinder bank can also leave all intake and exhaust valves closed to maximize fuel efficiency during cylinder deactivation.

The "intelligent" portion of the system is its ability to vary valve operation based on the driving situation and engine rpm. At low rpm, the VTEC intake valve timing and lift are optimized for increased torque, which now allows a wider range of 3-cylinder operation (when equipped with automatic transmission). As engine rpm builds past 5150 rpm (6AT; 6MT: 4900 rpm) the VTEC system transitions to a high-lift, long-duration intake cam profile for superior high-rpm engine power. In cylinder cut-off mode (6AT models), the rear bank of intake and exhaust valves remain closed, to eliminate pumping losses.

VCM Operation
To help improve the fuel efficiency of the V-6 engine, a new generation of Honda's Variable Cylinder Management (VCM) is used in models with automatic transmission. In 2008 through 2012 Accord V-6 models, Variable Cylinder Management (VCM) operated on three cylinders for cruising, four cylinders for modest acceleration or six cylinders for strong acceleration. Advancements to the VTEC system and active engine mounts now allow the VCM system to operate with three cylinders in a wider range of situations to maximize fuel efficiency and lower emissions. Four-cylinder operation has been eliminated for 2013. When greater power is needed, the system switches seamlessly to 6-cylinder operation.

During startup, aggressive acceleration or when climbing hills – any time high power output is required – the engine operates on all six cylinders. During moderate-speed cruising and at low or moderate engine loads, the system operates just the front bank of three cylinders.

The VCM system can tailor the working displacement of the engine to match the driving requirements from moment to moment. Since the system automatically closes both the intake and exhaust valves of the cylinders that are not used, pumping losses associated with intake and exhaust are eliminated and fuel efficiency gets a further boost. The system combines maximum performance and maximum fuel efficiency – two characteristics that don't typically coexist in conventional engines.

VCM deactivates specific cylinders by using the VTEC (Variable Valve-Timing and Lift Electronic Control) system to close the intake and exhaust valves while simultaneously the Powertrain Control Module cuts fuel to those cylinders. The spark plugs continue to fire in inactive cylinders to minimize plug temperature loss and prevent fouling induced from incomplete combustion during cylinder re-activation.

The system is electronically controlled, and uses special integrated spool valves in the cylinder heads. Based on commands from the system's electronic control unit, the spool valves selectively direct oil pressure to the rocker arms for specific cylinders. This oil pressure in turn drives synchronizing pistons that connect and disconnect the rocker arms.

The VCM system monitors throttle position, vehicle speed, engine speed, automatic-transmission gear selection and other factors to determine the correct cylinder activation scheme for the operating conditions. In addition, the system determines whether engine oil pressure is suitable for VCM switching and whether catalytic-converter temperature will remain in the proper range. To smooth the torque-induced jolt of activating or deactivating cylinders, the system adjusts ignition timing, drive-by-wire throttle position and turns the torque converter lock-up on and off. As a result, the transition between 3- and 6-cylinder operation is unnoticeable to the driver.

Active Control Engine Mounts and Active Noise Control
A new-generation 28-volt Active Control Engine Mount system (ACM) is used to minimize the effects of engine vibration as the VCM system switches cylinders on and off. The more powerful 28-volt ACM is a key factor in the VCM's broader range of operation in the new Accord. Sensors alert the Electronic Control Unit (ECU) to direct ACM actuators positioned at the front and rear of the engine to move to cancel engine vibration. Inside the interior of the Accord, an Active Noise Control system (ANC) works in cooperation with the ACM system to further reduce any sound relating to the function of the VCM system. (See Interior tab for more information.)

Programmed Fuel Injection (PGM-FI)
The V-6 engine's Programmed Fuel Injection (PGM-FI) continually adjusts fuel delivery to yield the best combination of power, low fuel consumption and low emissions. Multiple sensors constantly monitor critical operating parameters, such as throttle position, intake air temperature, coolant temperature, ambient air pressure, intake airflow volume, intake manifold pressure, exhaust air-fuel ratio and the position of the crankshaft and cams.

Plug-in Hybrid (PHEV) 2.0-liter inline 4-cylinder
The Earth Dreams technology used on the Accord PHEV includes an i-VTEC 2.0-liter 4-cylinder Atkinson-cycle gasoline engine coupled with a two-motor hybrid drive system. The hybrid system features a 124-kW electric motor powered by a 6.7-kWh Li-Ion battery pack. The gasoline engine produces a maximum 137 horsepower (hp) at 6200 rpm. In conjunction with the two-motor hybrid-drive system, the total power output peaks at 196 hp, which surpasses the Toyota Prius Plug-In Hybrid, Chevrolet Volt and the projected out of the Ford Fusion Energi plug-in hybrid. The EarthDreams engine horsepower alone surpasses the total gas-electric output of the Prius Plug-In Hybrid.

Although not finalized at press time, anticipated fuel economy ratings for the 2014 Accord PHEV are expected to exceed 100+ MPG-e¹ in full-electric mode, provide a 10- to 15-mile¹ EV driving range and a calculated1 total driving range over 500 miles. When in gasoline-only mode, it is expected to return one of the top EPA fuel economy ratings among mid-size sedans, and is also expected to earn an Enhanced AT-PZEV rating from the California Air Resources Board (CARB).
 
The two-motor hybrid system in the 2014 Accord Plug-in Hybrid allows power from the gasoline engine to flow directly to the front wheels, power the generator to supply electrical propulsion or even charge the battery pack. The Accord PHEV hybrid system moves seamlessly and automatically through its three powertrain states to maximize performance, efficiency and range.

Continuously Variable Transmission (CVT)
The Accord 4-cylinder's available new Continuously Variable Transmission (CVT) offers smooth and predictable gear ratio transitions and excellent acceleration matched with efficient low-rpm cruising. Available in all 4-cylinder Accord LX, Sport, EX and EX-L models, the CVT has a wider ratio spread than a 5-speed automatic transmission found in the previous-generation Accord 4-cylinder models. This results in strong acceleration performance coupled with reduced engine rpm at high road speeds. The highly efficient operation of the CVT contributes 10-percent towards greater overall fuel efficiency, compared to the prior 5-speed automatic transmission.

The CVT is comprised of a torque converter that drives two variable-width pulleys connected by a steel belt. With its angled inner faces, the belt can circle the angled pulley faces at varying diameter depending on the pulley width, which alters the effective ratio between the pulleys. Since there are no steps in the pulley faces, the range of possible gear ratios is essentially infinite. This ultra-fine control of the gear ratio is the key to the CVT's greater efficiency over a conventional automatic transmission with a limited number of discrete gear ratios. Instead of approximating the correct ratio for the conditions like a conventional automatic does, the Accord CVT can precisely select the optimum ratio from moment to moment without steps or slippage.

Computer control of the transmission allows the ratio between the pulleys to be altered almost instantly to best suit the driving conditions and accelerator pedal setting. A planetary gearset allows the transmission to shift between forward and reverse operation, and a variable-flow oil pump optimizes flow to the transmission's moving parts while minimizing the load on the engine. Compared to the previous generation 5-speed automatic transmission, the CVT has more compact dimensions, fewer parts and a higher torque capacity.

CVT Automatic Modes
The transmission can be operated in two different fully automatic modes with the console-mounted straight-gate shifter. The D mode is ideal for most driving situations, and combines fuel efficiency with smooth operation and responsive power when needed. The S mode is for more performance-oriented driving, and features more aggressive transmission mapping to keep engine rpm higher for greater acceleration and response.

G-Design Shift Feature
The Accord CVT is designed to provide the optimum gear ratio for the driving conditions, and to offer a more natural driving feel than some previous CVT transmissions that may have something of a disconnected "rubber-band" feel compared to a conventional automatic transmission.

The Accord CVT has special G-design shift logic that is designed to offer more immediate acceleration response than either conventional automatics or other CVT designs. When abruptly applying power from a steady-state cruising speed, the Accord CVT immediately sends power to the drive wheels while simultaneously adjusting the gear ratio (seamlessly and progressively downshifting) to smoothly bring the engine to its horsepower peak in a linear way.

By comparison, a conventional automatic is slower to respond and loses time making multiple downshifts. Since the automatic transmission has a limited number of separate, discrete ratios, even when fully downshifted, it can only approximate the optimum engine rpm as speed increases. This cuts into acceleration.

Compared to other CVT systems, the Accord CVT offers stronger acceleration response with a linear build in engine rpm that avoids much of the "disconnected" or "slipping" feeling some drivers notice with other CVTs. G-design shifting logic gives the Accord a more linear and sporty driving feel.

S-Range Control
To allow the driver to alter the operation of the CVT, the console-mounted gear selector includes an "S" or Sport mode that provides a sport-shift schedule that delays upshifting for more available power, and provides greater engine braking.

Steering-Wheel Mounted Paddle Shifters
Whether in D or S mode, special transmission logic programming allows the use of the steering-wheel-mounted paddle shifters, which are standard on the Sport (CVT) trim of the Accord Sedan and all CVT equipped Accord Coupes. When the driver operates the steering wheel-mounted paddle shifters while in Drive, the transmission responds to the driver's shift command by selecting one of the available seven fixed ratios, and then returns to its normal fully automatic Drive mode if further paddle shift inputs are not made within a short time. This special logic makes it easy for the driver to command a quick downshift without leaving the convenience of Drive mode.

When in S mode, use of the paddle shifters puts the transmission into full manual mode that remains until another mode of operation is selected with the console-mounted shifter. The paddle shifters allow the driver to select among seven fixed gear ratios. When in manual mode, if the engine redline is reached the Accord will automatically shift to the next gear ratio to avoid engine damage. It will also shift down to an appropriate lower gear ratio if necessary.

Six-Speed Automatic Transmission with Grade Logic Control
To maximize driver control, acceleration and fuel efficiency, the 2013 Accord V-6 is available with an all-new 6-speed automatic transmission featuring racing-inspired steering wheel-mounted paddle shifters and two automatic shift modes. Closely related with the 6-speed automatic that is standard in the Odyssey Touring, the 6-speed automatic is shorter overall than the previous generation Accord's 5-speed automatic transmission, and careful engineering of the layout and power flow minimizes size, parts count and overall weight. With its additional gear ratio, expanded torque converter lockup range and better efficiency, it contributes a 3.3-percent improvement in the EPA fuel economy rating compared to the previous Accord 5-speed automatic transmission.

The new 6-speed automatic advances launch-feel, acceleration performance and fuel efficiency. Compared to the previous-generation 5-speed transmission, the new 6-speed transmission has lower gear ratios (higher numerically) in first through fifth gears. The lower gear ratios improve acceleration and pulling power. The sixth gear ratio is taller (lower numerically) than the top gear in the 5-speed transmission. The taller final gear allows for a relaxed cruising rpm and enhanced fuel efficiency.

The 6-speed transmission can be controlled by a straight-gate console-mounted shifter or a steering wheel paddle shifter system (EX-L V-6 Coupe only) that works whenever the transmission is in either of its two automatic modes.

The 6-speed automatic transmission also includes engineering enhancements aimed at improved performance and efficiency. Expanded torque-converter multi-disc lock-up control improves the efficiency of power delivery and works with the new gear ratios to provide an improvement in fuel efficiency, as compared to a conventional design. In addition to Grade Logic Control, all of the transmission logic systems work together to automatically alter shift timing based on driving conditions.

Multi-Clutch Lock-Up Torque Converter
The 6-speed automatic transmission teams with a new torque converter that has a unique converter lock-up assembly. The lock-up assembly uses multiple lock-up disks that generate nearly double the facing area of a typical torque converter. The new lock-up assembly not only reduces heat build-up during operation, but also features improved overall lubrication that generates better cooling. The new torque converter allows for lock-up activation during a much wider range of driving conditions for improved fuel efficiency.

Automatic Modes
The 6-speed transmission can be operated in two different fully automatic modes with the console-mounted straight-gate shifter. The D (or "Drive") mode is ideal for most driving situations, and combines fuel efficiency with smooth operation and responsive power when needed. The S (or "Sport") mode is for more performance-oriented driving, and features more aggressive shift mapping to keep engine rpm higher for greater acceleration and response.

In Sport mode the transmission typically operates in the four lowest gears, and it won't shift to fifth gear unless the vehicle reaches a much higher speed. In Sport mode, the efficiency-oriented sixth gear is locked out. When in the D mode (that is optimized for normal driving), the transmission incorporates an advanced Grade Logic Control System and Shift Hold Control, which reduce unwanted shifting and gear hunting. The result is smart transmission operation that optimizes fuel efficiency and keeps the transmission in the appropriate gear for the specific driving conditions, thus generating excellent performance and smooth operation.

While traveling up or down hills, Grade Logic Control alters the transmission's shift schedule to reduce shift frequency and improve speed control. A shift map in the transmission computer continually measures throttle position, vehicle speed and acceleration/deceleration, and then determines when the vehicle is on a hill. The shift schedule is then adjusted to hold the transmission in lower gears to boost climbing power or to provide engine braking when traveling downhill.

Shift Hold Control keeps the transmission in its current (lower) gear ratio when aggressive driving is detected, as in the case of decelerating at a corner entry. Shift Hold Control leaves the chassis undisturbed by excess shifting and ensures that power will be immediately available (without a downshift) at the corner exit.

Temporary Manual Operation in "Drive"
Whether in Drive or Sport mode, special transmission logic programming allows the use of the steering-wheel-mounted paddle shifters (standard on EX-L V-6 Coupe). When the driver operates the steering wheel-mounted paddle shifters while in Drive, the transmission responds to the driver's shift command and then returns to its normal fully automatic Drive mode if further paddle shift inputs are not made within a short time. This special logic makes it easy for the driver to command a quick downshift without leaving the comfort of Drive mode. When in Sport mode, use of the paddle shifters puts the transmission into full manual mode that remains until another mode of operation is selected with the console-mounted shifter.

Manual Mode
The transmission is shifted into Sport mode by moving the center console-mounted gear selector lever rearward to the detent labeled "S." This mode offers automatic operation with more aggressive shift mapping. A pull on the racing-inspired, steering wheel-mounted paddle shifters (standard on EX-L V-6 Coupe) places the transmission in fully manual mode. A digital instrument display indicates which gear the transmission is in.

A double-kick-down feature lets the driver command a sport-minded double downshift – such as from fifth to third gear. By pulling on the left downshift paddle twice in rapid succession, the transmission will drop directly to the chosen lower gear ratio. The Drive-by-Wire™ throttle system also creates a "blip" of the throttle to help match gear speeds while downshifting.

To prevent harm to the powertrain when the transmission is paddle shifted by the driver (including during double-kick-down shifts), the system will inhibit potentially damaging shifts. As an added protective measure, the Powertrain Control Module (PCM) can also cut off engine fuel flow to prevent over-revving. If fuel cut-off is insufficient to prevent engine over-revving, as may be possible when the vehicle is on a steep downhill, the transmission will automatically upshift to prevent damage. On downshifts, the transmission will not execute a driver command that will over-rev the engine.

For improved stop-and-go performance and to prevent "lugging" the engine, the transmission will automatically downshift to first gear even though the transmission has been left in a higher gear, (except in second gear) as the vehicle comes to a stop. In Manual Mode, when coming to a stop in second gear, the vehicle will start in second gear as well.

Six-Speed Manual Transmission (4-cylinder)
On Accord Sedan models, the new 6-speed manual transmission (6MT) is now standard on Accord LX, Accord Sport and Accord EX. On Accord Coupe models, the new 6-speed is standard on LX-S and EX. More compact than the 5-speed transmission it replaces, the unit also offers smooth and precise shift feel and greater efficiency. The transmission has been carefully engineered to deliver state-of-the-art performance and shift action, with reduced internal friction, tighter internal tolerances and improved synchronizers. The transmission also has a more rigid aluminum exterior case, higher-capacity ball bearings, stiffer gear shafts, and greater torque capacity. Refinements to the shift linkage and selector mechanism reduce the sensation of play at the shift lever and smooth the shift action. A new constant-mesh helical reverse gear mechanism significantly reduces noise when reverse is selected. A reverse lockout feature prevents the transmission from accidentally being shifted into reverse while the car is moving forward.

Six-Speed Manual Transmission (V-6)
The Accord EX-L V-6 Coupe is available with a unique 6-speed manual transmission (6MT) that is carried over from the previous-generation Accord Coupe V-6. With closely spaced gear ratios and a short-throw shifter, the 6-speed manual is the perfect complement to the Accord V-6 Coupe's sporting side. A lightweight aluminum transmission case and hollow gear shafts help reduce weight, while durability is ensured by high-strength gears. A reverse lockout feature prevents the transmission from accidentally being shifted into reverse while the car is moving forward.

The Accord's manual transmission is matched with a compact clutch unit that is self-adjusting for consistent pedal stroke and load throughout its service life. A dual-mass flywheel cuts down the transfer of engine vibration into the cabin and provides increased comfort during shifting and helps to reduce noise.

Accord Common Engine Features

i-VTEC
The Accord 4-cylinder and V-6 engines are all called i-VTEC powerplants, but it's important to note that the details in each application differ. Honda's 4-cylinder engines have double overhead camshafts (DOHC) and i-VTEC that is comprised of VTEC + Variable Timing Control (VTC) of the intake camshaft for optimized power production and fuel efficiency. Accord V-6 engines use a Single Overhead Camshaft (SOHC) design that features i-VTEC with Variable Cylinder Management (VCM) to maximize fuel efficiency.

Regular Unleaded Fuel Operation
To keep operating costs at a minimum, all Accord models are designed to use relatively less expensive regular unleaded fuel, thanks to compact 4-valve combustion chambers and precise fuel injection or direct injection and spark control.

Drive-By-Wire (DBW) Throttle System™
The Accord's drive-by-wire throttle system uses smart electronics instead of a conventional cable system to connect the throttle pedal to the throttle butterfly in the intake tract. Besides allowing engineers to program the relationship between throttle pedal movement and engine response, the system offers a better drivability and optimizes engine response to suit driving conditions. The system monitors throttle pedal position, throttle butterfly position, road speed, engine speed and engine vacuum. This information is used to define the throttle control sensitivity.

Direct Ignition System
All Accord engines use direct ignition, which has a coil unit for each cylinder, positioned within each spark plug's access bore.

Close-Coupled Catalyst(s)
Both inline-four and V-6 Accord engines have their exhaust manifold(s) cast directly into the aluminum alloy cylinder head(s) to reduce weight and parts count and to position each primary catalytic converter as close as possible to the combustion chambers. A high-efficiency converter mounts directly to the exhaust port of each cylinder head for extremely rapid converter activation after engine startup.

Maintenance Minder
The Accord's vehicle maintenance schedule is calculated by the Maintenance Minder system, which automatically indicates when to have standard service performed based on actual driving conditions (tracked by the ECU). This minimizes the guesswork related to whether the vehicle is being used in standard or severe use conditions for maintenance interval purposes. The display indicates when to change the oil, air cleaner, transmission fluid, spark plugs or coolant, as well as when to rotate the tires. As calculated by the Maintenance Minder system, the Accord has an engine tune-up interval of 100,000+/- miles or more (only routine inspections and fluid changes are required up to this point). (See Interior section for more information.)

¹ Honda products are produced using domestic and globally sourced parts.

² Based on 2013 EPA mileage estimates. Use  for comparison purposes only. Do not compare to models before 2008. Your actual mileage will vary depending on how you drive and maintain your vehicle.

³ Compatible with select phones with Bluetooth® only. Your wireless carrier's rate plans apply. State or local laws may limit use of texting feature. Only use texting feature when conditions allow you to do so safely. Drive responsibly. Some state laws prohibit the operation of handheld electronic devices while operating a vehicle. For safety reasons, always launch your audio application or perform any other operation on your phone or audio device only when the vehicle is safely parked.

⁴ The Bluetooth® word mark and logos are owned by the Bluetooth SIG, Inc., and any such use of such marks by Honda Motor Co., Ltd., is under license.

⁵ XM services require a subscription after 90-day trial period. Subscriptions governed by SiriusXM Customer Agreement; see www.siriusxm.com. If you decide to continue your XM service at the end of your complimentary trial, the plan you choose will automatically be renewed and you will be billed at then-current rates until you call XM at 1-800-967-2346 to cancel. Fees and programming subject to change. Available only to those at least 18 years of age in the 48 contiguous United States and D.C. ©2012 Sirius XM Radio Inc. Sirius, XM and all related marks and logos are trademarks of Sirius XM Radio Inc. and its subsidiaries.

⁶ Windows Media® is a trademark or registered trademark of Microsoft Corporation in the United States and/or other countries.

⁷ The USB Audio Interface is used for direct connection to and control of some current digital audio players and other USB devices that contain MP3, WMA or AAC music files. Some USB devices with security software and digital rights-protected files may not work. Please see your Honda dealer for details.

⁸ Preliminary EPA fuel economy ratings and gas-electric range rating determined by Honda. Final EPA mileage ratings not available at the time of printing. Use for comparison purposes only. Your actual mileage and range will vary depending on how you drive and maintain your vehicle.

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