Hybrid Sedan Comparison Test: Camry Hybrid vs. Accord Hybrid vs. Fusion Hybrid vs. Jetta Hybrid

  • Full Review
  • Pricing & Specs
  • Road Tests
  • Comparison (1)
  • Long-Term

2014 Volkswagen Jetta Hybrid Sedan

(1.4L 4-cyl. Turbo Hybrid 7-speed Automated Manual)
  • Hybrid Sedan Comparison Test: Toyota Camry vs Honda Accord vs Ford Fusion vs Volkswagen Jetta

    This Edmunds.com hybrid sedan comparison test matches the Toyota Camry Hybrid, Honda Accord Hybrid, Ford Fusion Hybrid and Volkswagen Jetta Hybrid. Which one gets the best fuel economy? Which is the cheapest to fill? Which is the best overall sedan? To find out, the Edmunds editors went beyond their usual array of vehicle tests and evaluation by subjecting each hybrid sedan to 735 miles of fuel economy testing, with three driving loops that simulate driving in suburbia, the slower speeds of a rural highway and the higher speeds of an interstate. EPA estimates are certainly useful, but this is real-world data. | January 06, 2014

1 Video , 69 Photos

Which Fuel-Sipping Family Sedan Delivers the Best All-Around Package?

  • Comparison Test
  • 2013 Ford Fusion Hybrid Specs and Performance
  • 2014 Honda Accord Hybrid Specs and Performance
  • 2014 Volkswagen Jetta Hybrid Specs and Performance
  • 2013 Toyota Camry Hybrid Specs and Performance

Tell someone you drive a hybrid and they will most likely assume there's a Toyota Prius parked out in your driveway. Generally, it's a safe assumption, as nearly 55 percent of the total hybrids sold in 2011 were Toyota Priuses.

Things are changing quickly, however, as an influx of new hybrid models from other manufacturers has cut deeply into the dominance of the Prius. In fact, more hybrids were sold in 2013 than ever before, showing that car shoppers are increasingly looking at hybrids as viable alternatives to more traditional vehicles.

Fuel-Sipping Family Sedan

Nowhere is this increased selection more evident than in the midsize sedan segment where hybrid versions are now available for some of the top selling models. With that in mind, we gathered up four hybrid sedans and set out to find how they compare and how much they'll really cost you.

To find out how they stack up, we subjected each hybrid sedan to 735 miles of fuel economy testing, with three different driving "loops" that simulated driving on suburban roads, rural highway and high-speed interstates. We also put them through our usual round of instrumented testing to get a complete picture of how these cars perform in the real world.

Fuel-Sipping Family Sedan

The Original: 2014 Toyota Camry Hybrid XLE
The Camry Hybrid established the blueprint for hybrid family sedans, bringing Toyota's fuel-saving gasoline-electric technology to the best-selling car segment in the United States. What was once revolutionary is now quite familiar, but let's briefly recap the basics.

What makes this Camry a hybrid is the presence of both a 2.5-liter four-cylinder engine and an electric motor powered by a nickel-metal hydride battery pack located in the trunk. An electronically controlled continuously variable transmission acts as traffic cop dictating how much power is doled out by each source. They can work alone, or in most instances, concurrently. The battery is replenished by the engine and by recouping energy normally lost under braking.

The 2014 Toyota Camry Hybrid has a base price of $26,950 and includes keyless ignition/entry, dual-zone automatic climate control, Bluetooth phone and audio, and an iPod interface. Stepping up to the XLE adds alloy wheels, heated front seats, a power driver seat and a leather-wrapped wheel, while our $35,170 test car came fully loaded (as all the cars save the Fusion were) with a sunroof, leather, navigation system, a larger touchscreen, a JBL stereo, a rearview camera and a blind-spot warning system.

Curiously, however, the XLE also comes with slightly lower EPA fuel economy estimates of 40 mpg combined (40 city/38 highway) versus 41 combined (43/39) for the LE. As we've previously documented, though, mpg is not the best way to calculate fuel economy. Instead, "gallons per 100 miles" is a more accurate method, as it more directly tells you how much it'll cost to fill up your car. The Camry Hybrid XLE is estimated by the EPA to burn 2.5 gallons per 100 miles in combined driving.

The Camry tested is a 2013 model, but there are no significant changes for 2014.

Fuel-Sipping Family Sedan

The Pretty One: 2013 Ford Fusion Hybrid SE
Whereas the original Fusion Hybrid was a wallflower in terms of styling and sales performance, the new version is a knock-out. It looks fantastic and car shoppers have taken notice, with sales nearing (or even surpassing) the Camry Hybrid every month in 2013.

The Fusion's hybrid system operates in much the same way as the Camry's by combining a gas engine with a single electric motor. In the Fusion, the gas engine is a 2.0-liter four-cylinder while the electric motor is powered by a space-efficient lithium-ion battery pack.

A base 2014 Ford Fusion Hybrid starts at $26,995 and includes roughly the same equipment as the most basic Camry Hybrid. The SE trim and a slew of packages are available for maximum flexibility while the other cars here are largely pre-packaged when it comes to options. Our loaded SE offered everything our Camry did in addition to driver memory settings, adaptive cruise control, an automated parking system and a lane-departure warning system. There is a higher Titanium trim available, but it's really just a loaded SE with slight visual differences and a Sony stereo.

The EPA estimates the Fusion Hybrid should return a very easy-to-remember 47 mpg combined (47 city/47 highway) which equates to burning 2.1 gallons per 100 miles.

For 2014, the Fusion is mechanically unchanged, but package content is altered and a few new features are available like ventilated front seats.

Fuel-Sipping Family Sedan

The New Kid in Town: 2014 Honda Accord Hybrid Touring
The 2014 Honda Accord Hybrid recently beat the 2013 Volkswagen Passat TDI in another comparison test of fuel-efficient family sedans. As we wrote then, "if fuel economy is the main priority of your next vehicle it's hard to do better?[it] is as impressive as a fuel-saving sedan as it is as a family sedan." Let's see how it does head-to-head with its hybrid competitors.

The Accord Hybrid deviates from the hybrid setups used in the Camry and Fusion. In the Accord there are two electric motors. One acts as a generator for the battery and various accessories, while the other powers the wheels in most driving situations. The 2.0-liter four-cylinder gas engine is mostly on hand to replenish the lithium-ion battery pack, but can directly drive the wheels when necessary — say, during a full-throttle launch or at freeway speeds when good-old gasoline power is more efficient. Yes, it's complicated.

Less so is the way Honda packages together content for the Accord Hybrid. For $29,945, the base Hybrid trim gets you roughly the same equipment as the Camry XLE, albeit with a standard rearview camera and the Accord's LaneWatch blind-spot camera. The EX-L adds on a sunroof, leather, heated seats, satellite radio, a touchscreen display and forward-collision and lane-departure warning systems. Our range-topping $35,695 Touring model added LED headlights, adaptive cruise control and navigation (the only way to get this popular option).

The EPA estimates the Accord Hybrid should return 47 mpg combined (50 city/45 highway) or the equivalent of burning 2.1 gallons per 100 miles.

Fuel-Sipping Family Sedan

The Welterweight: 2014 Volkswagen Jetta Hybrid SEL Premium
"But wait!" you're no doubt saying. "The Volkswagen Jetta is a compact car, the others are midsize! They don't compete at all."

A valid point, perhaps, given the non-hybrid's rock-bottom base price and significantly smaller exterior dimensions. However, the Jetta is not as small on the inside as the outside suggests, with a comparatively sized trunk and backseat legroom that trails the others by mere tenths of an inch. The other metric is price, as a similarly equipped Jetta Hybrid is only about $2,000 less than the others.

The Jetta Hybrid also differs from the others in its hybrid technology. It, too, has a lithium-ion battery in the trunk, but features a seven-speed, dual-clutch automated manual transmission with an electric motor sandwiched in between it and a turbocharged 1.4-liter four-cylinder. It's wholly different in design, but similar in that it can operate using either of its power sources or a combination of them both.

The cheapest, $26,015 base 2014 VW Jetta Hybrid is by special order only, so instead consider the $28,080 SE to be the point of entry. The Jetta SE is mostly on par with the base Fusion and Camry, but gets six-way power seats (the others are eight-way), satellite radio and leatherette upholstery. Our SEL Premium stickered at $32,265, which included a Fender audio system, rearview camera and bi-xenon headlights. Advanced safety features like lane departure warning and radar cruise control are not available on the Jetta.

The EPA estimates for the Jetta are 45 mpg combined (42 city/48 highway) or 2.2 gallons per 100 miles for the Jetta Hybrid.

  Ford Fusion Hybrid Honda Accord Hybrid Toyota Camry Hybrid Volkswagen Jetta Hybrid
Price as Tested: $35,010 $35,695 $35,170 $32,265
EPA Fuel Economy (Combined/City/Highway): 47/47/47 47/50/45 40/40/38 45/42/48
Suburban Driving Test (MPG): 52.9 55.4 47.3 47.3
Suburban Driving Test (Gallons p/100 miles): 1.89 1.81 2.11 2.11
Rural Highway Test (MPG): 41.2 40.6 36.8 39.9
Rural Highway Test (Gallons p/100 miles): 2.43 2.46 2.71 2.5
Interstate Test (MPG): 44.0 46.4 42.2 47.7
Interstate Test (Gallons /100 miles): 2.27 2.16 2.37 2.1
Overall Test (MPG): 43.4 43.9 39.6 43.0
Overall Test (G p/100 miles): 2.3 2.18 2.55 2.32
Overall Test (Cost): $58.20 $57.35 $63.65 $62.32

4th Place: 2014 Toyota Camry Hybrid
Even if we ignored fuel economy, the Toyota Camry Hybrid would easily fall below the Fusion and Accord when rating family sedans. Though nearly as quick (0-60 mph in 7.6 seconds) as the Accord, the Camry Hybrid is the least responsive and least enjoyable to drive. The steering is oddly heavy and exhibits an annoying reluctance to return to center. The regenerative brakes also make all sorts of odd noises.

The backseat offers space on par with the Ford and Honda, but the front seat doesn't adjust low enough for taller drivers. The cabin also suffers from cheaper-looking plastics, while the trunk is less useful than the Fusion's.

When fuel economy is taken into consideration, however, the Camry Hybrid manages to fall even further behind. It was the least efficient car in every driving situation and the most expensive to fill up, even though the Jetta requires premium fuel. The fact the Camry was the only hybrid here to meet its EPA combined estimate of 40 mpg is at least a moral victory.

If you were to drive 12,000 miles per year and matched our fuel economy, the Camry would cost you an extra $103 per year to fill up than the Accord Hybrid. That's hardly breaking the bank, but why pay extra at the pump when there are two superior family sedans with similar prices and more available equipment that cost roughly the same?

3rd Place: 2014 Volkswagen Jetta Hybrid
The Jetta Hybrid's turbocharged engine is ultimately its best asset and biggest detriment. Electric motors inherently provide a wealth of low-end power that push you into the back of your seat, and since turbocharged engines do as well, the Jetta constantly provides a neat 1-2 punch of torque. This not only makes it feel quick around town and confident during freeway passing, but the engine often sounds and feels less strained than the others. Its torque also helped it achieve the best fuel economy (47.7 mpg) on a hilly section of Interstate 15 between Las Vegas, Nevada, and San Bernardino, California.

Fuel-Sipping Family Sedan

Unfortunately, its turbocharged engine comes with the penalty of requiring 91 octane gas. Though the Jetta burned a mere 0.02 gallon more fuel than the Fusion Hybrid over the course of the test, it cost $4.12 more to fill up. Again, not the biggest of margins, but the Jetta lands in 3rd for other reasons.

True, its backseat and trunk give up little in terms of space, and it is $2,000 less than the others when similarly equipped. However, it feels like it should be cheaper still. The Jetta is significantly less substantial and refined, with an interior that, while well equipped, looks and feels Spartan. VW replaces the standard Jetta's hard, overly reflective plastic dash top with a soft-touch unit in the hybrid, but other materials pale in comparison to those in the Ford and Honda. The tiny infotainment touchscreen and its integrated rearview camera also drew complaints.

On the upside, the Jetta feels less hybridlike to drive and even sporty at times thanks to its peppy drivetrain, responsive brake feel and best-in-test stopping distance (117 feet from 60 mph). It also has smaller exterior dimensions and a quick-shifting seven-speed automated manual transmission (though the latter does cause the car to annoyingly roll back on hills). In this way, the Jetta at least offers unique characteristics the Camry does not.

2nd Place: 2014 Honda Accord Hybrid
It was clear from early on that this test was going to come down to the Accord versus the Fusion. The regular, non-hybrid versions are two of our top recommended family sedans and the hybrid models boasted the highest EPA estimates. Our first test, the suburban driving route, widened the gap with the Camry and Jetta even further.

Fuel-Sipping Family Sedan

When we filled up the Accord after 102 miles of mundane driving around Orange County, California, our calculations showed a wildly impressive 55.4 mpg. That was by far the best of the bunch, and it would come in 2nd on both highway segments. Overall, the Accord Hybrid was the cheapest to fill up, burning 2.18 gallons per 100 miles and costing $57.35. Yet, since most hybrids spend their lives commuting around suburbia, you may notice even greater long-term cost savings over the Camry and Jetta.

The Accord Hybrid boasts more than fuel economy, however. Its steering is direct and communicative, just like a regular Accord, instilling confidence whether we were driving amongst strip malls in Orange County or through volcanic peaks near Death Valley. The ride is also commendable, offering a substantially better blend of comfort and control than the Camry.

Two editors preferred the seats in the Accord to the Fusion's, with the backseat in the Accord feeling the most spacious. We also ranked its unique electronics interface the best of the bunch, though its combination of touchscreen, physical buttons and a multi-purpose knob still has some ergonomic foibles. We should also point out the Touring model's incredibly bright LED headlights, which trailed only the Luxor pyramid as brightest lights in Vegas.

Fuel-Sipping Family Sedan

Those attributes are very much intrinsic to every Accord, though. There are reasons the Accord Hybrid falls just a bit short. The main one is the engine, which loudly drones as it fights to replenish the battery under hard acceleration or when chugging uphill. Around town, the engine noise and your speed disconcertingly don't rise in step as you'd expect, pairing with a numb throttle pedal that offers unrelated engine vibration rather than feedback.

Furthermore, the trunk is also the least versatile and getting navigation requires the selection of the more expensive Touring trim. We still think the Accord Hybrid is as impressive as a fuel-saving sedan as it is as a family sedan, but it's outdone by the Fusion.

1st Place: 2013 Ford Fusion Hybrid
As each editor climbed out of the Honda and into the Ford, it was a common refrain that the Fusion is much quieter, more comfortable and even more responsive from behind the wheel. Importantly, it draws less attention to the fact that it's a hybrid, doing without the Accord's excessive engine droning and the Camry's abundance of electric whirring noises. The fact that the Fusion is by far the best-looking and most involving to drive is icing on the cake.

Fuel-Sipping Family Sedan

Like the Accord, the Fusion topped the mighty half-century mark in the suburban driving segment at 52.9 mpg. It was also the most efficient on the rural highway route, returning 41.2 mpg, and a very respectable 3rd on the high-speed interstate leg at 44 mpg.

Now, the Accord was indeed cheaper to fill up overall, but the difference was a minuscule 0.5 mpg or 0.12 gallon per 100 miles of driving. That's a difference of 85 cents for the test or about $14 over the course of a typical year. As all things were essentially equal on that front, other attributes became the determining factor.

Among them was the Fusion's useful trunk layout. Though its numerical capacity in cubic-feet is actually less than the Accord and Camry (12.0 versus 12.3 and 13.0, respectively), there is more usable space. The battery chews up the lower quarter of the trunk's forward half, creating a shelf that a suitcase or other items can still sit atop. More importantly, though, the design allows for the 60/40-split rear seat to fold down.

Fuel-Sipping Family Sedan

The Jetta's does a similar trick but its shelf is bigger and the pass-through smaller; the second-best Camry provides the equivalent of a mailbox slot; the Accord an impenetrable wall. In this way, like the driving experience, the hybrid Fusion seems like less of a trade-off.

The cruise control was another best-in-test, fastidiously keeping speed both up and down hill. Less impressive is the Fusion's MyFord Touch electronics interface, but we've grown accustomed to it over time and preferred it to the Camry and Jetta's interfaces. In other words, we could live with it.

Which is a pretty good way to sum up the Ford Fusion Hybrid: for those who are new to hybrids, it'll be easy to live with. It feels the most like a normal car, while delivering the fuel economy you'd expect from a hybrid.

More to MPG Than Meets the Eye?or Wallet
Beyond our rankings, this test revealed other telling conclusions. First, only the Camry managed to meet its EPA fuel economy overall, while only the Jetta Hybrid managed to meet its EPA highway number.

Should hybrid owners be outraged or dismayed by this discrepancy? Not at all, because as this test's data shows and as we wrote in greater detail before, the differences in mpg of ultra-efficient cars like hybrids translate into minuscule monetary differences.

Therefore, it's important for car shoppers to note the "gallons per 100 miles" figure now found on every car's window sticker, and keep in mind that there's a lot more to consider when buying a hybrid family sedan than simply a number followed by the letters M-P-G.

The manufacturers provided Edmunds these vehicles for the purposes of evaluation.

Vehicle
Model year2013 Ford Fusion Hybrid
Year Make Model2013 Ford Fusion Hybrid SE 4dr Sedan (2.0L 4cyl gas/electric hybrid CVT)
Vehicle TypeFWD 4dr 5-passenger Sedan
Base MSRP$27,995
Options on test vehicleEquipment Group 505A ($2260-Luxury package: 10-way power, leather, and heated seats with 3 memory settings, 4-way power passenger seat including power recline, leather wrapped steering wheel and gear shift knob, fog lamps, upgraded electrochromatic exterior mirrors with memory and electrochromatic rear view mirror), Driver Assist Package ($1140-Blind Spot Information System (BLIS) with Cross Traffic Alert, designed to inform you when a vehicle is in your blind spot as you change lanes or if a vehicle is approaching from either side as you back out; Lane Departure Warning with Lane Keep Assist and Driver Monitoring designed to help drivers remain attentive and in control; Auto high beams; Rain sensing wipers), Adaptive Cruise Control w/Collision Mitigation and Brake Support ($995-Adaptive cruise control with collision warning and brake support that automatically adjusts speed and slows the vehicle to maintain the set distance behind traffic ahead), SE Technology Package ($895-Rear video camera; 110V outlet; MyFord Touch system with 2 driver configurable 4.2" color LCD displays in instrument cluster, 8.0" color LCD touch screen in center stack, media hub with 2 USB ports, SD card reader and RCA video input jacks and 5-way controls located on steering wheel; SYNC voice activated communications and entertainment system that allows integration of mobile phones and handheld media players via Bluetooth technology and USB connectivity (Free three year pre-paid subscription for SYNC Services featuring 911 Assist, Vehicle Health Reports, traffic reports, GPS based turn by turn driving directions and information services for one phone/primary account)), Active Park Assist w/Forward Sensing System ($895), Voice-Activated Navigation System ($795), Reverse Sensing System ($295)
As-tested MSRP$35,270
Assembly locationHermosillo, Mexico
Drivetrain
ConfigurationTransverse, front-engine combined with electric motor(s), front-wheel drive
Engine typeport-injected, inline-4, gasoline with auto-stop/start
Displacement (cc/cu-in)1,999cc (122cu-in)
Block/head materialaluminum
ValvetrainDOHC, 4 valves/cylinder variable intake-valve timing
Compression ratio (x:1)12.3
Horsepower (hp @ rpm)141 @ 6,000
Torque (lb-ft @ rpm)129 @ 4,000
Fuel typeRegular unleaded
Hybrid typeSeries-parallel
Electric motor rating (kW)88
Combined horsepower (hp @ rpm)188
Battery typeLithium-ion
Transmission typePlanetary gearset-regulated continuously variable transmission with console shifter
Chassis
Suspension, frontMacPherson struts, stabilizer bar
Suspension, rearMulti-link, stabilizer bar
Steering typeElectric power steering rack-and-pinion
Steering ratio (x:1)14.8
Tire make and modelMichelin Energy Saver A/S
Tire typeLow-rolling resistance all-season front and rear
Tire size, frontP225/50R17 93V M+S
Tire size, rearP225/50R17 93V M+S
Tire sizeP225/50R17 93V M+S
Wheel size17-by-7.5 inches front and rear
Wheel materialAlloy
Brakes, front11.8-in ventilated one-piece discs with 1-piston sliding calipers
Brakes, rear11.8-in solid discs with 1-piston sliding calipers
Track Test Results
Acceleration, 0-30 mph (sec.)3.4
0-45 mph (sec.)5.6
0-60 mph (sec.)8.5
0-75 mph (sec.)12.3
1/4-mile (sec. @ mph)16.3 @ 88.1
0-60 with 1 foot of rollout (sec.)8.2
0-30 mph, trac ON (sec.)3.4
0-45 mph, trac ON (sec.)5.6
0-60 mph, trac ON (sec.)8.5
0-75 mph, trac ON (sec.)12.4
1/4-mile, trac ON (sec. @ mph)16.4 @ 86.1
0-60, trac ON with 1 foot of rollout (sec.)8.2
Braking, 30-0 mph (ft.)31
60-0 mph (ft.)123
Slalom, 6 x 100 ft. (mph)63.0
Slalom, 6 x 100 ft. (mph) ESC ON62.6
Skid pad, 200-ft. diameter (lateral g)0.78
Skid pad, 200-ft. diameter (lateral g) ESC ON0.79
Sound level @ idle (dB)34.8
@ Full throttle (dB)80.7
@ 70 mph cruise (dB)63.9
Test Driver Ratings & Comments
Acceleration commentsTraction-control on or off, the Fusion Hybrid provides very consistent, very smooth acceleration. I would've expected the electric motor to have more of an effect on initial acceleration than it seems to have. No chance of wheelspin.
Braking commentsPedal is a vague all the time and a simulated emergency stop like this one, it feels numb and then firm and highly responsive. Not quite what I'd call an intuitive pedal. Reasonable fade resistance despite the first (of four) stops being the shortest.
Handling commentsSlalom: Steering feel is lacking, but its response and precision are both good. It points confidently, yet despite what the weight distribution says on paper, it feels tail heavy in the cone-to-cone transitions. What's more is that the feeling translates into the rear of the car progressively moving around and eventually the electronic-stability control (ESC) system starts to intrude abruptly and linger there unpredictably. I had a hard time putting in consistent runs because of this. Still, this is a better-than-average performance. Skidpad: The front tires begin to lose grip and howl before the ESC begins to reign in first by dabbing a brake and then by reducing throttle response. Steering still remains precise and the simulated weight is appropriate for what the car is doing.
Testing Conditions
Test date12/3/2013
Elevation (ft.)1,121
Temperature (F)62.12
Relative humidity (%)35.62
Barometric pressure (in. Hg)28.69
Wind (mph, direction)3.2, head
Odometer (mi.)3313
Fuel used for test87-octane gasoline
As-tested tire pressures, f/r (psi)35/35
Fuel Consumption
EPA fuel economy (mpg)47 city/47 highway/47 combined
Edmunds observed (mpg)43.4
Fuel tank capacity (U.S. gal.)13.5
Driving range (mi.)634.5
Audio and Advanced Technology
Stereo descriptionSix-speaker AM/FM/CD
iPod/digital media compatibilityStandard iPod via USB jack
Satellite radioStandard Sirius
Hard-drive music storage capacity (Gb)Optional
Bluetooth phone connectivityStandard
Navigation systemOptional Hard Drive with traffic
Telematics (OnStar, etc.)Standard
Smart entry/StartOptional
Parking aidsOptional parking sonar front and rear perimeter + back-up camera system automated self-parking system rear cross-traffic detection
Blind-spot detectionOptional
Adaptive cruise controlOptional
Lane-departure monitoringOptional departure warning
Collision warning/avoidanceOptional
Driver coaching displayStandard
Dimensions & Capacities
Curb weight, mfr. claim (lbs.)3,615
Curb weight, as tested (lbs.)3,653
Weight distribution, as tested, f/r (%)58.8/41.2
Length (in.)191.8
Width (in.)72.9
Height (in.)58.2
Wheelbase (in.)112.2
Track, front (in.)62.3
Track, rear (in.)62.0
Legroom, front (in.)44.3
Legroom, rear (in.)38.3
Headroom, front (in.)39.2
Headroom, rear (in.)37.8
Shoulder room, front (in.)57.8
Shoulder room, rear (in.)56.9
Seating capacity5
Trunk volume (cu-ft)12.0
Warranty
Bumper-to-bumper3 years / 36,000 miles
Powertrain5 years / 60,000 miles
Corrosion5 years / Unlimited miles
Roadside assistance5 years / 60,000 miles
Hybrid/battery8 years / 100,000 miles
Vehicle
Model year2014 Honda Accord Hybrid
Year Make Model2014 Honda Accord Hybrid Touring 4dr Sedan (2.0L 4cyl gas/electric hybrid Direct Drive)
Vehicle TypeFWD 4dr 5-passenger Sedan
Base MSRP$35,695
Options on test vehicleNone
As-tested MSRP$35,695
Assembly locationMarysville, Ohio
Drivetrain
ConfigurationTransverse, front-engine combined with electric motor(s), front-wheel drive
Engine typeAtkinson-cycle inline-4, gasoline with auto stop-start
Displacement (cc/cu-in)1,993cc (122cu-in)
Block/head materialAluminum/aluminum
ValvetrainDouble overhead camshaft
Compression ratio (x:1)13.0
Horsepower (hp @ rpm)141 @ 6,200
Torque (lb-ft @ rpm)122 @ 3,500-6,000
Fuel typeRegular unleaded
Hybrid typeSeries-parallel
Electric motor rating (kW)124
Combined horsepower (hp @ rpm)196
Combined torque (lb-ft @ rpm)226 @ 0-3,857
Battery typeLithium-ion
Battery capacity, rated (kW-hr)1.3
Transmission typeDirect drive electric motor coupled to gasoline engine
Chassis
Suspension, frontIndependent MacPherson struts, coil springs, stabilizer bar
Suspension, rearIndependent multilink, coil springs, stabilizer bar
Steering typeElectric-assist rack-and-pinion steering
Steering ratio (x:1)13.36
Tire make and modelMichelin Energy Saver A/S
Tire typeAll-season, low-rolling resistance
Tire size225/50R17 94V M+S
Wheel size17-by-7.5 inches front and rear
Wheel materialPainted alloy
Brakes, front11.5-inch ventilated disc with single-piston sliding caliper
Brakes, rear11.1-inch solid disc with single-piston sliding caliper
Track Test Results
Acceleration, 0-30 mph (sec.)3.2
0-45 mph (sec.)5.0
0-60 mph (sec.)7.5
0-75 mph (sec.)11.3
1/4-mile (sec. @ mph)15.8 @ 87.7
0-60 with 1 foot of rollout (sec.)7.2
0-30 mph, trac ON (sec.)3.2
0-45 mph, trac ON (sec.)5.0
0-60 mph, trac ON (sec.)7.7
0-75 mph, trac ON (sec.)11.6
1/4-mile, trac ON (sec. @ mph)15.9 @ 86.1
0-60, trac ON with 1 foot of rollout (sec.)7.3
Braking, 30-0 mph (ft.)31
60-0 mph (ft.)122
Slalom, 6 x 100 ft. (mph)64.1
Slalom, 6 x 100 ft. (mph) ESC ON62.8
Skid pad, 200-ft. diameter (lateral g).80
Skid pad, 200-ft. diameter (lateral g) ESC ON.79
Sound level @ idle (dB)34.8
@ Full throttle (dB)69.2
@ 70 mph cruise (dB)64.3
Test Driver Ratings & Comments
Acceleration commentsDespite offering an "EV" button, the Accord Hybrid fires up its engine at wide-open throttle. Reasonably strong initial acceleration, though I'm also reasonably certain that the electric motor is not being allowed full-power until underway because there should be ample torque to at least chirp the front tires from a standstill, but it doesn't. Electric-shirring sounds are evident but not annoying. Extremely linear power delivery due to continuously variable transmission and highly repeatable acceleration runs despite battery gradually losing charge. Also, I noticed that the battery does appear to recharge quickly, more quickly than some others in this segment.
Braking commentsConsistent stopping distances and medium-soft pedal from first (and shortest) stop to last. Modest dive and good directional stability. Not as short a distance as we've seen in the past, but still better than the mainstream hybrid average.
Handling commentsSlalom: Steering is responsive if a little numb, but offers good precision. I was impressed at how well balanced this car feels in the side-to-side transitions. Where some other battery-laden hybrids exhibit obvious mass, usually in the rear, this Accord feels quite neutral. Skidpad: Again, well balanced and precise where one might not expect it. The mass feels as if it's carried very low in the chassis. Minimal electronic stability system (ESC) intrusion. Nicely done.
Testing Conditions
Test date12/3/2013
Elevation (ft.)1,121
Temperature (F)63.81
Relative humidity (%)33
Barometric pressure (in. Hg)28.69
Wind (mph, direction)1.1, Cross
Odometer (mi.)237
Fuel used for test87-octane gasoline
As-tested tire pressures, f/r (psi)33/33
Fuel Consumption
EPA fuel economy (mpg)50 city/45 highway/47 combined
Edmunds observed (mpg)43.9
Fuel tank capacity (U.S. gal.)15.8
Driving range (mi.)711
Audio and Advanced Technology
Stereo description360-watt, 6-speaker AM/FM/XM/CD stereo with subwoofer
iPod/digital media compatibilitySingle USB input, aux input
Satellite radioStandard XM with three-month trial subscription
Bluetooth phone connectivityStandard phone and audio
Navigation systemStandard with 8-inch display screen
Smart entry/StartStandard ignition doors
Parking aidsStandard back-up camera
Blind-spot detectionStandard
Adaptive cruise controlStandard
Lane-departure monitoringStandard
Collision warning/avoidanceStandard
Driver coaching displayStandard
Dimensions & Capacities
Curb weight, mfr. claim (lbs.)3,602
Curb weight, as tested (lbs.)3,572
Weight distribution, as tested, f/r (%)60/40
Length (in.)192.2
Width (in.)72.8
Height (in.)57.5
Wheelbase (in.)109.3
Track, front (in.)62.4
Track, rear (in.)62.7
Turning circle (ft.)38.1
Legroom, front (in.)42.5
Legroom, rear (in.)38.5
Headroom, front (in.)37.6
Headroom, rear (in.)37.0
Shoulder room, front (in.)58.6
Shoulder room, rear (in.)56.5
Seating capacity5
Trunk volume (cu-ft)12.0
Warranty
Bumper-to-bumper3 years / 36,000 miles
Powertrain5 years / 60,000 miles
Corrosion5 years / Unlimited miles
Hybrid/battery8 years/100,000 miles or 10 years/150,000 miles per state of purchase/registration.
Vehicle
Model year2014 Volkswagen Jetta Hybrid
Year Make Model2014 Volkswagen Jetta Hybrid SEL Premium 4dr Sedan (1.4L 4cyl Turbo gas/electric hybrid 7AM)
Base MSRP$32,265
Options on test vehiclePlatinum Gray Metallic
As-tested MSRP$32,265
Assembly locationPuebla, Mexico
North American parts content (%)16
Drivetrain
Engine typeTurbocharged, direct-injected, inline-4, gasoline with auto-stop/start
Displacement (cc/cu-in)1,395cc (85cu-in)
Block/head materialaluminum
ValvetrainDOHC, 4 valves/cylinder variable intake + exhaust-valve timing
Compression ratio (x:1)10.0
Horsepower (hp @ rpm)150 @ 5,000
Torque (lb-ft @ rpm)184 @ 1,600
Fuel typePremium unleaded (required)
Hybrid typeSeries
Electric motor rating (kW)20
Combined horsepower (hp @ rpm)170 @ 5,000
Combined torque (lb-ft @ rpm)184 @ 1,000
Transmission type7-speed auto-double-clutch manual with console shifter
Transmission ratios (x:1)I=3.50; II=2.09; III=1.34; IV=0.93; V=0.97; VI=0.78; VII=0.65; R=3.72
Final-drive ratio (x:1)4.44
Chassis
Suspension, frontIndependent MacPherson struts, coil springs,lower control arms
Suspension, rearIndependent multilink, coil springs
Steering typeElectric-assist, rack-and-pinion steering
Steering ratio (x:1)16.4
Tire make and modelContinental ContiProContact E
Tire typeAll-season low-rolling resistance
Tire size, front205/50R17 93H M+S
Tire size, rear205/50R17 93H M+S
Wheel size17-by-6.0 inches front and rear
Wheel materialAlloy
Brakes, front11.3-in ventilated discs with 1-piston sliding calipers
Brakes, rear10.7-in solid discs with 1-piston sliding calipers
Track Test Results
Acceleration, 0-30 mph (sec.)3.0
0-45 mph (sec.)5.0
0-60 mph (sec.)7.8
0-75 mph (sec.)11.3
1/4-mile (sec. @ mph)15.7 @ 89.4
0-60 with 1 foot of rollout (sec.)7.4
0-30 mph, trac ON (sec.)3.1
0-45 mph, trac ON (sec.)5.2
0-60 mph, trac ON (sec.)8.2
0-75 mph, trac ON (sec.)11.8
1/4-mile, trac ON (sec. @ mph)15.9 @ 86.0
0-60, trac ON with 1 foot of rollout (sec.)7.7
Braking, 30-0 mph (ft.)31
60-0 mph (ft.)117
Slalom, 6 x 100 ft. (mph) ESC ON61.3
Skid pad, 200-ft. diameter (lateral g) ESC ON0.82
Sound level @ idle (dB)34.8
@ Full throttle (dB)68.7
@ 70 mph cruise (dB)64.8
Test Driver Ratings & Comments
Acceleration commentsAn interesting hybrid combination, a small-displacement turbo with an electric motor with a twin-clutch transmission. Due to that DSG, the Jetta is always a bit hesitant to leave the line, but especially so if you overlap throttle and brake (power braking). In fact, it hates that, to the point if you do so, it sits there for like 2 seconds trying to figure out what just happened. Once underway the turbo/hybrid/DSG combo works just fine, gets down the drag strip with good speed. Upshifts are on the slow side for a DSG. Traction control cannot be defeated, so there are no "TC off" runs, but rather the Best Run we achieved with TC on, as well as a basic first run. Even with TC on, it still allows for some minor wheelspin off the line. Our quickest time came by putting the console shift lever into Manual mode without any power braking. Shifts seemed slightly quicker and overall it was about 3 tenths quicker doing this. It still upshifts for itself anyway, a good thing since there isn't a tachometer. Downshifting is by pulling back on the lever, and it does not blip the throttle on manual downshifts.
Braking commentsAlthought the Jetta's brakes can be touchy and annoying at low speed, in panic stop situations they work fine, at least in terms of feel and appropriate pedal travel. In other words, they don't have that wonky, dead-feeling pedal of so many hybrids. The first stop was the shortest at 117 feet, while the third stop was the longest at 124 feet. The fifth and final stop was 123 feet.
Handling commentsSLALOM: The Jetta Hybrid's steering has reasonably good feel and action, but this is definitely not a sportily-tuned chassis. Plus, the non-defeat stability control seemed even more intrusive than on the last regular Jetta we tested, the new 1.8T. So although it has some ability to snake around the cones with some verve, in the end the ESC system holds the car back. SKIDPAD: Yes, lots of understeer as expected. But the skidpad also showed that the Jetta Hybrid's chassis does have some fun in it, as it was pretty accepting of drop-throttle antics to let the tail come out slightly.
Testing Conditions
Test date12/3/2013
Elevation (ft.)1,121
Temperature (F)60
Relative humidity (%)34.31
Barometric pressure (in. Hg)28.71
Wind (mph, direction)3.25, tail
Odometer (mi.)4,295
Fuel used for test91-octane gasoline
As-tested tire pressures, f/r (psi)41/41
Fuel Consumption
EPA fuel economy (mpg)42 city/48 highway/45 combined
Edmunds observed (mpg)43.0
Fuel tank capacity (U.S. gal.)11.9
Audio and Advanced Technology
Stereo description400-watt Fender Audio system
iPod/digital media compatibilityStandard iPod via proprietary cable
Satellite radioStandard Sirius
Bluetooth phone connectivityStandard phone
Navigation systemStandard
Telematics (OnStar, etc.)Standard
Smart entry/StartStandard ignition doors trunk/hatch
Parking aidsStandard back-up camera
Blind-spot detectionNot available
Adaptive cruise controlNot available
Lane-departure monitoringNot available
Collision warning/avoidanceNot available
Driver coaching displayStandard
Dimensions & Capacities
Curb weight, mfr. claim (lbs.)3,312
Curb weight, as tested (lbs.)3,358
Weight distribution, as tested, f/r (%)55.6/44.4
Length (in.)182.8
Width (in.)70.0
Height (in.)57.2
Wheelbase (in.)104.4
Track, front (in.)60.7
Track, rear (in.)60.9
Turning circle (ft.)36.4
Legroom, front (in.)41.2
Legroom, rear (in.)38.1
Headroom, front (in.)38.2
Headroom, rear (in.)37.1
Shoulder room, front (in.)55.2
Shoulder room, rear (in.)53.6
Seating capacity5
Trunk volume (cu-ft)11.3
Warranty
Bumper-to-bumper3 years / 36,000 miles
Powertrain5 years / 60,000 miles
Corrosion12 years / Unlimited miles
Roadside assistance3 years / 36,000 miles
Free scheduled maintenance2 years / 24,000 miles
Hybrid/battery8 years / 100,000 miles
Vehicle
Model year2013 Toyota Camry Hybrid
Year Make Model2013 Toyota Camry Hybrid XLE 4dr Sedan (2.5L 4cyl gas/electric hybrid CVT)
Vehicle TypeFWD 4dr 5-passenger Sedan
Base MSRP$28,480
Options on test vehicleChampagne Mica , Premium HDD Navigation w/Entune and JBL ($2670-7.0" touch screen with split-screen functionality and AM/FM/HD radio and single CD player with MP3/WMA playback capability; HDD navigation system; 10 JBL GreenEdge speakers including subwoofer amplifier; Sirius XM satellite radio and XM Select Package including NavTraffic, NavWeather, Fuel and Sports & Stocks with 90-day trial subscription; iTunes tagging; Auxiliary audio jack and USB port with iPod connectivity; Vehicle information display; Hands-free phone capability; Phonebook access; Advance voice recognition; Text-to-speech with programmed and customizable text responses; Music streaming via Bluetooth wireless technology; Entune is a collection of popular mobile applications and data services, including Bing and Pandora, integrated with select Toyota vehicles. Entune includes three years of complimentary access to apps and services delivered via most smartphones connected to the vehicle using Bluetooth wireless technology or a USB cable. Entune's features are operated using the vehicle's controls or by voice recognition for some services.), Leather Package ($1185-Leather-trimmed Ultrasuede seats; Leather door trim with integrated armrests and seatback pockets; Multi-stage heated front seats; Four-way power adjustable front passenger seat), Power Tilt/Slide Moonroof ($915-Power tilt/slide moonroof with one-touch open/close feature; Dual illuminated visor vanity mirrors; Rear-seat reading lamps), Convenience Package ($695-Integrated backup camera; HomeLink universal transceiver; Anti-theft alarm system), Safety Connect ($515-Safety Connect includes Emergency Assistance, Stolen Vehicle Locator, Roadside Assistance, Automatic Collision Notification and 1-year complimentary trial subscription.), Blind Spot Monitor ($500-Blind Spot Monitor detects vehicles in the driver's blind spots and alerts the driver using indicators on the side mirrors. Rear Cross Traffic Alert warns driver of cross traffic when backing up. The system can be switched off if desired.), Carpet Floor and Trunk Mat Set ($225-5-piece set)
As-tested MSRP$35,170
Assembly locationGeorgetown, Ky.
Drivetrain
ConfigurationTransverse, front-engine combined with electric motor(s), front-wheel drive
Engine typeInline-4, gasoline with auto-stop/start
Displacement (cc/cu-in)2,494cc (152cu-in)
Block/head materialAluminum
ValvetrainDOHC, 4 valves/cylinder variable intake-valve timing
Compression ratio (x:1)12.5
Horsepower (hp @ rpm)156 @ 5,700
Torque (lb-ft @ rpm)156 @ 4,500
Fuel typeRegular unleaded
Hybrid typeSeries-parallel
Electric motor rating (kW)105
Combined horsepower (hp @ rpm)200
System voltage650 volts maximum
Battery typeSealed Nickel-Metal Hydride
Battery voltage244.8 V
Transmission typePlanetary gearset-regulated continuously variable transmission with console shifter
Chassis
Suspension, frontMacPherson struts, stabilizer bar
Suspension, rearIndependent multilink, stabilizer bar
Steering typeElectric-assist rack-and-pinion steering
Tire make and modelMichelin Primacy MXV4
Tire typeLow-rolling resistance all-season front and rear
Tire size, frontP215/55R17 93V M+S
Tire size, rearP215/55R17 93V M+S
Tire sizeP215/55R17 93V M+S
Wheel size17-by-7.0 inches front and rear
Wheel materialAlloy
Brakes, front11.65-in one-piece ventilated discs with 1-piston sliding calipers
Brakes, rear11.06-in solid discs with 1-piston sliding calipers
Track Test Results
Acceleration, 0-30 mph (sec.)3.0
0-45 mph (sec.)5.0
0-60 mph (sec.)7.6
0-75 mph (sec.)11.0
1/4-mile (sec. @ mph)15.6 @ 90.6
0-60 with 1 foot of rollout (sec.)7.3
0-30 mph, trac ON (sec.)3.2
0-45 mph, trac ON (sec.)5.2
0-60 mph, trac ON (sec.)7.8
0-75 mph, trac ON (sec.)11.1
1/4-mile, trac ON (sec. @ mph)15.7 @ 90.6
0-60, trac ON with 1 foot of rollout (sec.)7.4
Braking, 30-0 mph (ft.)31
60-0 mph (ft.)122
Slalom, 6 x 100 ft. (mph) ESC ON60.0
Skid pad, 200-ft. diameter (lateral g)0.77
Skid pad, 200-ft. diameter (lateral g) ESC ON0.77
Sound level @ idle (dB)34.8
@ Full throttle (dB)70.3
@ 70 mph cruise (dB)63.3
Test Driver Ratings & Comments
Acceleration commentsNice and strong off the line, and even though it's a CVT without any stepped shift points, the engine's high-rpm running isn't obnoxious or thrashy. This car must have good sound deadening. Was impressed with its power and smoothness, although this particular example wasn't quite as quick as the last Camry Hybrid we tested. Battery seemed to run down to two bars quite easily, needed to take some "cool down" runs to regenerate power. Quickest runs came by using brake/throttle overlap at launch so the gasoline engine was fired up. Still, even though there's good power here, never any wheelspin off the line. There is no manual shifting ability, only D and B modes on the shifter.
Braking commentsBrake pedal felt pretty normal in panic situations for a hybrid, reasonable firmness and an intuitive amount of travel. Plenty of strange mechanical and ABS-type noises going on during the stops, along with much tire screech. Decently stable stops, with just a bit of sideways squirm. The first stop was the shortest at 122 feet. Good consistency, with the fifth and final stop at 124 feet.
Handling commentsSLALOM: I like the heft to the steering, but beyond that it doesn't communicate much to the driver and is pretty slow, though intuitive, on its turn-in. Although the suspension is on the soft side, it's far from wallowy and you can place the Camry where you want it pretty easily. Ultimately it's held back by a stability control system that's overly intrusive. SKIDPAD: Still reasonable steering effort in this lower speed environment, but the Camry is hampered by an obvious lack of grip along with a chassis that's not particularly responsive to drop-throttle antics. Plus, the throttle can be pretty abrupt.
Testing Conditions
Test date12/3/2013
Elevation (ft.)1,121
Temperature (F)63.62
Relative humidity (%)29.06
Barometric pressure (in. Hg)28.76
Wind (mph, direction)1.56, head
Odometer (mi.)5,445
Fuel used for test87-octane gasoline
As-tested tire pressures, f/r (psi)35/35
Fuel Consumption
EPA fuel economy (mpg)40 city/38 highway/40 combined
Edmunds observed (mpg)39.6
Fuel tank capacity (U.S. gal.)17.0
Driving range (mi.)646
Audio and Advanced Technology
Stereo descriptionSix-speaker AM/FM/CD/AUX
iPod/digital media compatibilityStandard iPod via USB jack, aux jack or Bluetooth audio
Satellite radioOptional XM
Bluetooth phone connectivityStandard phone and audio
Navigation systemOptional with traffic
Telematics (OnStar, etc.)Optional
Smart entry/StartStandard
Parking aidsOptional back-up camera
Blind-spot detectionOptional
Adaptive cruise controlNot available
Lane-departure monitoringNot available
Collision warning/avoidanceNot available
Driver coaching displayStandard
Dimensions & Capacities
Curb weight, mfr. claim (lbs.)3,525
Curb weight, as tested (lbs.)3,495
Weight distribution, as tested, f/r (%)59.5/40.5
Length (in.)189.2
Width (in.)71.7
Height (in.)57.9
Wheelbase (in.)109.3
Track, front (in.)62.0
Track, rear (in.)61.6
Turning circle (ft.)36.7
Legroom, front (in.)41.6
Legroom, rear (in.)38.9
Headroom, front (in.)38.8
Headroom, rear (in.)38.1
Shoulder room, front (in.)58.0
Shoulder room, rear (in.)56.6
Seating capacity5
Trunk volume (cu-ft)13.1
Ground clearance (in.)6.1
Warranty
Bumper-to-bumper3 years / 36,000 miles
Powertrain5 years / 60,000 miles
Corrosion5 years / Unlimited miles
Roadside assistance2 years / 25,000 miles
Free scheduled maintenance2 years / 25,000 miles
Hybrid/battery8 years / 100,000 miles
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