As an old hot-rodder, I can safely say....it's not about the horse-power, it's about the torque...It's always about the torque...well done Honda, well done.

Hi Alex...I am a product knowledge instructor for Honda Canada....That was a very good explanation of our system. Thanks for posting! :)

Honda calling this an eCVT is such is a disservice to the ingenuity that went into this powertrain. This is Honda engineering at its best! Instead, they should be flouting the fact that this system has no real transmission. That would be music to the ears of most buyers who have had to replace a probematic transmission before. Calling it an eCVT is the worst thing they can do.

For context, the Honda Integrated Motor Assist (IMA) in the original 3 cylinder Insight coupé hybrid essentially replaced the flywheel with a pancake electric motor generator. That was light and simple, but being bolted to the engine like a flywheel, it could not drive the wheels without the engine rotating. A 2 motor hybrid with a clutch is more complicated but enables the engine to be decoupled from the wheels and stationary while an electric motor drives the wheels. 😎

This aligns very well with my experience driving a 2019 Accord Hybrid. Mileage is amazing around 65 mph (53 mpg) then takes a hit around 70 mph (39 mpg). Thanks for the clear explanation!

This system is silky smooth in my Accord. You only have to get used to an engine that revs independently of the speed of the car, but it's a very nice system.

This is the definitive guide to learning and understanding all three hybrid systems implementation. Thank you for this amazing lesson!

As a Honda tech I have to say that was a very good explanation. I hope they come out with a hybrid Odyssey.

Clear a Professional does not have to love what they do, but in Alex's case he does. It shows in every video. Thanks Alex for making a very complicated hybrid system, into much more understandable data driven solution.

I've listened to other videos trying to explain the hybrid systems in my Accord. This is the only one that makes sense of it all and fully explains under which circumstances, what motors are running. I thought that when the gas motor kicked in it was always powering the wheels.

I don’t know what do you do for a living, but I strongly believe that you should become a professor teaching this kind of things. Clear, concise, complete. No bla blas, just what is necessary. A big thank you! Nick from Greece.

This type of video is new for you but I enjoy it! Please do more!

Having that kind of knowledge is a positive thing but explaining it to others in such a simplified way takes it to another level. Finally someone who keeps it simple and yet makes 100% sense. Thanks a lot.

You are the kind of KZfaqr we need. Thank you for making videos like this, just what we really need. Just awesome perfect and real information we need for reviews. Lot of respect for your work.

Now that im looking at a hybrid for my wife and we're buying an accord im reallt glad i watched this video because i do not like buying things without understanding what im getting . This was amazingly informative and im glad you made it simple enough for people unfamiliar with hybrid technology to understand

My wife just bought a new accord hybrid- It is taking a little getting used to- I found using the paddle shifters for breaking pretty cool. I love the car, it is super quiet.

I have owned a Clarity for about 6 months and could never find a good explanation on their transmission type until now. I was told that it was a direct drive but was confused as to why Honda called it an E-CVT. Thanks for the explanation.

Alex, I'd like to know why/how the MDX, NSX, and RLX hybrid systems differ...they're all 6 cylinders, but different bore and stroke and layout, longitudinal vs transverse.

Finally someone can explain how Honda Hybrid works! Thanks!

I test drove a CR-V EX Hybrid this past weekend on Long Island. I found the hybrid system to be seamless and inconspicuous for the most part. The engine kicks on automatically and does it's own thing when the battery gauge runs low. The tachometer is replaced with a similar, arcing gauge that records power usage and charging with a marker delimiting the two. The fuel gauge for the engine is to the right. The push button shifter is pretty much easy to use once you get used to it and clears up some space on the console. The EX-L gets a heated steering wheel on the Hybrid, a plus from the previous year when it was only available on the Touring. The ride was more or less very similar to the gas only model, but I didn't push the car too much. I took it on the highway and it performed nicely, the engine cycling on and off to generate amps for the main motor and the battery. The dealer said that the motor would shift on and off at highway speeds depending on the sped I was going, hills, etc. I found the only way to tell if the motor was running was on a hill when it droned and on the highway, when the gauge showed the power usage farther beyond the demarcation point of charging. The dynamic resistance braking is from paddle shifters like truck Jake Brakes. You toggle more resistance and the car visibly slows down on exit ramps, while the battery fuel gauge visibly gains. Once at a full stop, the system resets to zero the regenerative braking effort automatically. I detected no discernible difference in what was motivating the CR-V at highway speeds versus local speeds. The air conditioning is electrically run, so when stopped and the engine's off, the AC compressor still provides chilled air from the battery. When the battery is low, the engine kicks on to run the AC system compressor electrically. I am not sure how the heat works, but the dealer said i can remote start the engine on cold mornings to generate heat. He added that in cold weather, when starting off in EV mode, the car will automatically warm up the engine before it is required for electrical generation work. Downside: Not the car, but the dealer who slapped a $1000 extra charge to the MSRP because of the rarity of the CR-V Hybrid. That prevented me from purchasing the CR-V then and there. The CR-V Hybrid is available across all trims of the the CR-V and in only a AWD format. It adds $1200 to the base price. The dealer adds another grand to the mix to make the car pretty expensive. I can wait. Looking forward Alex to your full test drive and I'd appreciate some commentary on the price gouging happening with Honda dealers in the USA.

Thanks for pointing out what I perceive to be a fundamental weakness of many/most hybrid vehicles, that being their [lack of] performance above 65 - 70 mph. My former 2016 Sonata hybrid was gangbusters up to about 65 mph; delivering 45+ mpg. At about 70 or so, it would still get in the low 40s, but over 70, it lacked any gumption whatsoever and fuel efficiency plummeted to the low 30s. Moreover, the engine was much more vocal, making a less-than-pleasant driving experience.

Great explanation of all the hybrid systems available. Can't wait on your review of the CRV hybrid.

I've gotten 55 mpg consistently driving the Honda Accord Hybrid here in Florida. An amazing car with an amazing engine.

So, it's an EV car with an on-board ICE generator, that turns hybrid highway speeds. interesting

I'd like to see more of these "tech explained" videos. Thanks for this one.

Thanks for clarifying how my Clarity works, non less it's an amazing car to drive.

Excellent and easy to follow explanation. Got my Accord hybrid in Aug/21 and it really like it. First hybrid and I’m really impressed.

Thank you for doing such detailed videos since you're one of the reasons I felt so confident and knowledgeable buying my 2018 accord hybrid.

I hope they make a beefier, plug in SH-AWD version for Acura. A 250hp electric motor in the RDX would be cool

Awesome explanation on Honda's 2 Motor Hybrid System. Thanks for sharing!

Absolutely brilliant video! Looking forward to take delivery of my HONDA HR-V hybrid in Germany in October.

Just bought a 22 Accord Hybrid. Thanks for the detailed explanation. The dealership couldn't even give anywhere near what you explained

I own a 2018 Clarity, and I can say that when the little gear isn't present on screen while on the highway (meaning the engine is producing electricity to then power the motor, not driving the wheels directly), the fuel economy is definitely decreased. The range where the engine can directly power the wheels is from about 45-75mph. That is definitely the sweet spot for best fuel economy. Also, now knowing the smaller motor generates power from the engine makes sense. When using the car in cold winter without a battery charge, the engine has to warm up to temperature before being used to drive the car in any manner (parallel or serial hybrid). But once the engine gets to temperature it ROARS SO LOUD for about 30 seconds no matter the speed you're driving in order to recharge the battery back to ~10% (using the heat and then driving for about three minutes before the engine gets up to temperature depletes the hybrid battery WAY below the 10% threshold level I assume. Because it sounds like the Clarity puts the engine at full power to recharge the hybrid battery at all costs to maintain a healthy battery and keep it from reaching too low.). I would say that is the Charity's downfall in my opinion, the loud and harshness of the engine after needing to charge battery or drive vehicle in cold climate after start up. I wish it was like the Volt and could start the engine while pre heating the car with no battery charge so it wouldn't then operate at 6,000 rpm it sounds once it gets to temperature on the road. It is also an inconvenience to not be able to preheat or precool the cabin unless plugged in to a 240v charger or have a battery charge. Don't see why the Clarity can't start engine and use its generated electricity to cycle on and off like normal to then heat/cool the cabin.

110mph.... challenge accepted! :-)

Thank You so much, looking forward to your next video.

Can't believe how complex Hybrid technology is. And I can't believe how competent you are on this, making this a must watch if I'm buying a HV.

Some clarification in the case of the the Clarity PHEV. In normal mode, as long as there is a charge in the battery, the ICE will *never* actually be clutched to the drive wheels and 100% of the propulsive force will _always_ be provided by the electric motor. There is no instance where the car will use the ICE to drive the wheels when the car is operated in normal mode and there is charge in the battery pack. Now the Clarity has a "Hybrid" mode, but this is not the default mode for the car. It is an option that the driver selects via a push button. When the driver selects this mode, the the car will sometime (light load and steady speeds) lock the the ICE to the axle, but even here, the ICE lacks the torque to drive the car up even a slight hill, and in most cases, the clutch will unlock and the electric motor will propel the car while the ICE re-supplies current to the battery. Even when the Clarity is in Hybrid mode and running at highway speeds, the ICE is not always providing the propulsive force and in my ownership experience, the electric motor is often still providing the propulsive force even when the car is in Hybrid mode, with the ICE simply re-supplying the battery with the current being drawn by the traction motor and the car environmental, entertainment, steering, and other systems. In this mode, the battery charge program will attempt to maintain the battery at whatever state of charge it was at when the car was switched to Hybrid mode. For example, if there were 14 bars showing on the battery state of charge display, the ICE would turn on and off and run switch between ICE and EM propulsion as necessary to keep the 14 bar state of charge. Also, if the charge were to drop to two bars, the ICE will come on to charge the batteries but once again, the electric motor is still by far and away the primary propulsion source and here, the motor will generally sit at a fast idle and simply keep running as necessary to keep the battery from going completely flat, which can damage the battery. The power system though is as shown, but the Clarity in normal mode never* turns on the ICE except if the driver presses hard on the accelerator, in which case the ICE comes on, but only to provide additional current to the electric motor. Even under hard acceleration, the ICE does not clutch to the drive and all of the propulsion is done by the electric motor with the ICE simply adding extra current (the battery pack can['t provide enough current for the electric motor to develop full horsepower so the difference comes from the ICE). * There may be instances where the ICE does turn on in the "background" on the Clarity. This seems to be done as part of a diagnostic routine. Others report it, but I have never experienced it on my Clarity. It appears that the motor comes on, gives a message that it is in calibration mode, and after some period of time turns off, but no one seems to know the exact conditions that trigger this behavior. I have owned my Clarity PHEV for 20 months and have never experienced this conditions myself, but others report it. The proof of the above is that I can go indefinitely in the Clarity without having to put gas in the tank because in my local driving, I never go more than about 50 miles and I never accelerate so hard as to make the ICE come on to supply extra current to the motor, so the only propulsion I use is the electric motor and this is at all speeds from 0 to 75 MPH (which is as fast as I ever drive the car). So, while the general flow of power as presented in this video is the same for the Clarity, in normal mode, the ICE never comes on at all unless the driver demands fully horsepower from the electric motor, at which time the ICE comes on and steps up to a very high RPM to drive the generator to provide the additional current needed by the motor (Clarity owners call this the "Angry Bees" mode because of the high noise level associated with the small ICE spinning very fast to provide the additional current).

As always great explanation! Can you please also do a video explaining the Kia/Hyundai hybrid and compare it to the others with pros and cons. The upcoming Hybrid Kia Sorento looks very interesting with a1.6L turbo/hybrid producing around 230hp. Hopefully you can also dive into this setup.

I'm in the UK. I got my CR-V Hybrid mid-2019 after owning a manual Accord. Love it. Very, very smooth power delivery. Instant power when pulling away from the lights. Like my Accord, UK CR-Vs are built in Japan so I don't know if there are differences to CR-Vs built in North America with regards to suspension settings, etc. but mine corners really well for an SUV, very little body roll and good damping over speed bumps, etc. There's a Sport setting if you want more power or an Eco setting if you want fuel economy. I get about 45 miles per Imperial gallon. If I want to blast around the country lanes I borrow my wife's manual Mini Cooper S with the supercharger. But, I'm sold on the CR-V Hybrid.

Thanks, man!! I've been trying to understand the two-motor system and this is a perfect explanation.

Well, as an owner of the Insight I need to tell you about the real world. The Insight crushes the Prius at lower speeds, say 45 and under. It will get 65 mpg easily and consistently depending on the terrain your driving. At higher speeds, 65 to 70 the Prius will beat the Insight. The Insight does not like high speeds at all. The clutch often disengages at highway speeds to generate more power for the electric motor to consume. The engine drones on loudly.

No thunbs down yet... Trolls must be sleeping... Always great videos/reviews, Alex!

One thing that seems to confuse a lot of people about hybrids is the fact that the output of the electric motor is limited not only by the motor itself but also by how much electrical energy can be delivered to it. The battery alone can’t deliver enough to get the full 180 hp out of the traction motor; it’s augmented by power from the generator unit too. So if the engine is mechanically coupled to the output and 100% of its torque is used as tractive effort, the traction motor can only output a fraction of its rated 180 hp because it’s limited by what the battery can discharge.

Thank you for sharing all this knowledge. It is my first contact with hybrids and your explanation is perfect!

Thank you for this very enlightening and informative video. I am about to take the leap from traditional diesel-engined cars to possibly a hybrid-engined car (the new Honda Jazz/Fit Hybrid) in the challenging Finnish climate. Your very professional video helped me figure out many details about the new Honda technology. Thanks again, best regards!

What was happening with the “129 lb-ft” on the screen? It’s hurting my eyes

I'm only subscribing because Alex is rad and deserves it.

This video clearly explains the Honda Hybrid system. Much appreciated!

New CRV without the turbo and CVT should make for a better CUV. Oil dilution problems from the turbo and peculiar CVT feel could make the product woes of the current CRV a thing of the past.

Hey Alex, I appreciate you taking the time to explain these things. Details are interesting, and nobody else seems to think they're worth discussing. I would be very interested in the Acura hybrid setup and how that works in the MDX and RLX. Thanks again.

Honda 2 Motor Hybrid is the best solution, but using a standard ICE in conjunction with electric motors is at least ineffective! The best design a hybrid electric vehicle will be car with an Rotary Vane Internal Combustion RV8/16 engine. Competitors will not catch up with you, if they will not first. But anything is possible.

So I have a 2014 Honda Accord plug in hybrid (rare version). I think if I’m not mistaken, that it achieves peak horsepower when accelerating from a stop, but only after the VTEC jumps in. Here’s how I feel it when accelerating via on-ramps: 1)immediately feel power from battery pack 2)engine spools up and feel some more power from it 3)engine hits VTEC and runs all the way to redline, when it hits peak you definitely feel it.

Here's the corrected math Alex asked for at about 8:00. I'm including lots of details you can skip if you want to. The outer diameter of a tire on my Accord Hybrid is about 25 inches. This means it takes (5280*12)/(25*pi)=807 tire revolutions to go one mile. On my 2017 CR-V, it is 28.5 inches. I don't know what the hybrid CR-V has. The O.D. gear ratio is 0.805; the final drive ratio is 3.421. In Engine Drive, my Accord takes 0.805*3.421*807=2222 engine revolutions per mile. For every 1000 rpms, the car will be going (1000*60)/2222=27 mph. (On larger CR-V tires, this could go up to 30 mph). Check: According to Honda, the ICE is most efficient at 2000 rpms and about 75% throttle, which is 33.7 horsepower. This is 54 mph on my hybrid Accord, which is what Alex would call a gentle highway speed. (It has a BSFC of 208.1 g/kWh, which Honda says is 40.8% efficient.) The peak 143 horsepower is reached at 6200 rpm, which is 167 mph (or more with larger tires). The car will never go that fast. So what Alex describes as the the conditions needed for 212 HP *can* *never* *happen*. Not even close. I'm not saying that this isn't the way Honda arrived at 212 horsepower, I'm saying it is a useless number if it was. And I hope the method is different. I'm also not suggesting that the power it does have is insufficient; my Accord reaches 60 mph about a half second sooner than a hybrid Camry with 208 horsepower combined. At 3000 rpm (81 to 90 mph), Honda's data says the BSFC goes down to about 212 g/kWh at about 55 horsepower. This is still above 40% efficient, so this doesn't explain lost mpg at such speeds. But Alex is wrong about one thing: the battery is still used to gain efficiency on the highway, even at speeds above "gentle". I'm not sure why Honda has stopped including this in marketing releases, but it is described in older ones like global.honda/innovation/technology/automobile/hybrid/i-MMD-picturebook.html (watch the video at about 20 seconds in). That 33.7 horsepower is more than my Accord needs to cruise at 54 mph. So the car alternates between splitting the 33.7 HP between propulsion and charging, and running in EV mode. This gains maybe 10 mpg. +++++ Reference: Honda Technical Paper titled "Development of 2.0 L Engine for New Accord Hybrid," Takeshi Wakamatsu, et. al..

Can you do a more in depth explanation of Hyundai’s hybrid system in the Ioniq hybrid?

Only just found you and what a very good surprise, superb graphics and enjoyable mechanics, nice. Thank you.

Everyone who reviews hybrids needs to watch this video. Too many just follow the marketing jargon about “eCVT” and don’t take any time to understand how the hybrid drivetrain actually powers the wheels, Honda, Toyota or otherwise. So you have the reviewers and the buyers alike thinking all these hybrids use a belt and pulley style transmission which couldn’t be further from the truth.

This shocks me that they mechanically connect the rear of the CRV vs. just adding a 3rd electric motor for the rear, or even 2 electric motors for the rear to torque vector.

It actually is pretty easy to make a block diagram of the system, although it does miss one physical aspect of the layout. That may be why Alex says it is difficult to diagram. It emphasizes a point I think Alex is leaving out; the one that Ben Holdaway hinted at, but didn't explain in depth. While showing his diagram at 5:10, Alex says that enabling the clutch allows the engine to drive the wheels "without involving either electric motor." This is effectively true (but literally false) for the smaller one he called the generator. The generator is still connected to the engine, and spins with it. But it is disconnected electrically, so it spins freely and has no affect on the drivetrain. Not only is it false for the drive motor, it is impossible. The moving part of that motor, called the rotor, is actually one of the gears that transfers mechanical power to the wheels. (The 0.805 gear ratio Alex mentions is between the gear that drives the rotor, and the countershaft.) "Parallel hybrid mode" is accomplished by applying electromagnetic force to that rotor. By reversing that effect, the motor turns into a generator and is used to charge the battery in parallel mode. When cruising at "gentle speeds," the engine runs at a higher level of power than is needed to maintain speed, but that is more efficient. So the motor will pull the excess power off of the drivetrain to charge the battery. Two simple corrections will make Alex's diagram more accurate: mechanical power is sent from the clutch to the motor, not directly to the wheels. And electrical power can flow in either direction between the motor and the battery. Two other minor corrections are possible, to represent other modes of operation. Regenerative braking is done by the motor, so power can flow from the wheels to it. And the generator acts as the starter motor, powered by the battery.

Awesome video Alex! Just to add a few notes after owning and driving a 2015 Hybrid Touring for 160k. Befor that thou I want to say this powertrain is the most robust and full proof I've ever seen or drove. While Alex said something about EV being limited to around 45 mph, I can confirm that the Electric systems will run up to 80mph without cranking over the engine, depending on load. The hybrid system uses an advanced load algorithm to optimize power to the ground and efficiency at any speed. I've also experienced what feels like 200+ hp at very low speeds, but only when the battery pack is completely full and you go full send on the gas. Out of curiosity, I will by dyno testing my hybrid to see what kind of numbers, load ranges, and mph the vehicle can do. Cant wait for the next gen of this powerplant!

I would like a video describing in detail how to drive a 2023-24 CRV Hybrid to get maximum longevity in the clutches. I recall from my manual clutch car days it took careful driving to get the extra 30000+ out of a clutch. This is very imp. since the cost of replacing a the transmission clutch on a Honda I would expect would be several thousand since it would mean opening the whole transmission.

Awesome channel. I didn't know about some of the other technologies you mentioned - but now I'm even more glad I bought the Honda Clarity Plugin-Hybrid EV. Like you said, the big EV motor provides the torque needed for everyday driving (and then some). And as you note, the regen-braking is flawless. Literally I cannot tell when the difference between it and friction brakes, except for the nice regen gauge that tells me I'm putting power back into the battery. Now if only someone could get the word "hybrid" out of the consumer lexicon and emphasize the "EV" instead, these cars might sell even better :-)

Great explanation on systems. I'm thinking the Honda clarity is still the best plug in hybrid for 2020.

Wow as a huge fan of Honda products for most situations, I wish I knew about this updated hybrid system as a mechanic it just makes sense and should bring reliably up to a new level after a few years of perfecting this type of a System 😎👍.

Alex, you are very impressive with your car knowledge. Outstanding video!

Just theorycrafting here, but it seems an advantage of Honda's IMMD system is that there is some more freedom in the placement of the traction motor. For instance, a narrower but longer traction motor could be mounted in the central tunnel where the transmission of a longitudinal layout would normally sit, and have it drive either the front, rear, or both axles. This would cut down the width of the "transaxle" portion of the hybrid system, which can still retain a mechanical top gear and clutch pack connected to the front axle. This would make it feasible to package a larger ICE & generator combo if higher performance is desired, and the traction motor would have quite a bit more headroom too to scale up or down. There would probably be space for a 2 or 3-speed gearbox for the traction motor to widen the efficient operating range of the serial hybrid mode, and make the mechanical top gear even taller to improve high-speed cruising. After all, the Lexus multistage hybrid system manages to stuff a 4-speed auto gearbox, 2 motor generators, a planetary gearset, and bellhousing and flywheel all in that space. My conjecture is that Honda's high-speed efficiency is lowered in part due to the fixed ratio between the large traction motor and the wheels. As rotor RPM nears its upper limit there are significant iron losses in PMAC motors as the permanent magnets spin past the stator teeth.

i would love to see a review of the acura rlx

I have rewatched this video so many times. I think it's a good thing because I start to grasp what you re saying more and more each time. The more I think about it, the more impressed I am with how Honda is approaching the hybrid powertrain. By definition, Honda hybirds are "Extended Range Electric Vehicles", but shit, it may as well be, assuming go all-in providing a proper battery and powerful drive motor.

You nailed Honda 2-motor hybrid systems with CLARITY

I wish there was a DIESEL / ELECTRIC hybrid like this.

Is this more complex and potentially less reliable than the planetary systems?

nice video, good job explaining everything. i test drove a crv hybrid & liked it quite a bit. but i bought a hybrid rav4 bcuz i felt it’s hybrid system operated a hair smoother. it is awsum in the snow, and i average 42mpg combined in summer (44 in city only), and about 35 combined in winter. it’s awsum, and i’m sure either car is a winning choice. i don’t think i will ever drive a non hybrid again… ever

Thank you for the video. I just purchased a 2022 Honda Insight on May 30th. It's now my understanding that production of the Insight ends in June.

Is the US getting the new Fit Hybrid? The internet seems to say “no”.

My wife enjoys the wine you have on your shelf.

Just bought a 2025 Honda CRV SPORT-L Hybrid! Love it and the torque is pretty good. Love the cavernous room in the back seats love the recline feature too for long trips. Stay away from the Gas only 1.5 L Turbo. It simply won't last as long as the Hybrid especially if you tow with it. The RAV4 seats are very uncomfortable and cramped as we own that vehicle as well. Toyota will probably fix this in the Next Generation and if they don't Honda will steal more sales from them.

this presentation is awesome!

Im about to buy a Crv hybrid this month yahooo

The cheaper version of Koenigsegg Regera drive train 😎

I own a 2024 Accord Touring Edition hybrid and I love it! I don't remember if you mentioned it or not but Honda engineers programmed the non-existent transmission to "go through the gears"! When you accelerate hard it simulates shifting gears. I guess to keep owners happy. Well by now you know the Honda two motor e-CVT has changed again! ( Gen-3 to Gen-4 ) I think operation is the same but the electric motors are no longer stacked on a common shaft. I understand they mounted the drive motor behind the generator to reduce the width of the unit. Just wanted to say thanks and I found your video to be very helpful in understanding the Honda system!

I usually tell people that driving my 2015 Accord Hybrid Touring, is like driving a Honda Generator or like a locomotive train...where in a train the diesel motors just generate electricity for the electric motors that actually move the train down the tracks. Now about seeing all that power at high speed...I've been there four (4) times. I will admit that on side roads to Nevada's Highway 50 "The Loneliest Road in America" I hit the governor 4 times for extended miles where visibility was impeccable with NO low lying brush to hide any jack rabbits (or anything else) and NO other vehicles coming or following. In fact we were packed with very even weight distribution with the trunk's false floor taken out to accommodate six (6) Costco luggage bags (4 Carry-On Size and 2 Large Checked Size). On one of the four (4) high speed runs, we had the Moon Roof Open and two (2) F-16 Fighter Jets buzzed directly over the top of us (and I mean directly over the top VERY LOW altitude). I remember thinking, "Wow, if they wanted to kill a vehicle on the road...a person would NEVER see it coming" (thankful for our men and women in the service). I actually think they were having fun with us with timing...as they did cross at a slight angle and we were going between 112 & 115 MPH. But anyway at those higher speeds, I honestly could tell NO difference in power. It had no trouble getting up that speed and maintaining it. Plus, I fueled up every day on that trip which involved visiting seven (7) National Parks and we still averaged 44.3 MPG for the entire trip with a family of 4 (and again 6 Costco luggage bags in the false floor that has the shape of a spare tire). I've owned 33 vehicles including two (2) 2004 Prius #9, 2007 Camry Hybrid, and a 2013 Toyota Avalon Hybrid Limited w/Tech Package. My personal experience is that the simplicity of the Honda system shines trough. I like how when you stomp on it, it "feels" like a "delayed Super Charger". Notice I'm being specific to NOT say Turbo Lag which is a different feeling (again I driven tons of vehicles besides my 33 past vehicles). It just feels like a "delayed Super Charger" is my only description...where it has power and then a second or a second and 1/2 later it is has POWER that pushes a person head back. Okay...well, back to my Toyota's...both my Prius both got 44 MPG (no matter what I did, stomp on it, drive them nice). One I had changed tires to Michelin HydroEdges (still NO difference, which was surprising). The Hybrid Camry pretty much got 33-34 or sometimes 38 on the highway (again all vehicles have always been hand calculated at the pump on every tank). The Avalon would always get between 34 to 38 MPG. My Accord I've hit 50.4 MPG (1 Time) ;-) And I get as low as 34-38 in the Winter and 42-44.6 in the Summer (55K+ Miles it has averaged 42.1...lil' less with Michelin Premier A/S tires...but much better grip and stopping than the EnergySavers. I would assume (which we all know what assume can stand for). ;-) So, I am guessing that Honda does not do spare tires for safety (if there was an accident)...where perhaps a spare tire might get shoved up into the battery pack (maybe)? I don't know, but I do know if you take the false floor out...I could put two (2) more bags in the back of my Accord than my 2013 Toyota Avalon Limited (which had horrible interior build quality with TONS of Squeaks and Rattles that drove me NUTS). Actually the only Toyota's I've had (out of 9 Toyota) that have had NO interior integrity problems have been our 1999 4Runner and 2007 Highlander (non-hybrid)...both of which were made in Japan. Where my Accord has been ROCK solid...my wife 2017 Ridgeline and 2015 Civic EX-L have also been ROCK solid with not even the slightest squeak or rattle.

I definitely appreciate the performance you get with Honda's hybrid system, and I love that it's so easily transferrable to all-electric cars. However, I drive most of my miles at 75-80 MPH, so the lackluster high-speed efficiency just doesn't cut it for me. Still, I bet this system will be extremely robust and reliable in the long-term.

New revised intro?

FINALLY, a clear explanation! Great video!

I test drove a Honda Insight. Weird sensation. I pressed down on the accelerator and the car went faster but the vroom from the gasoline engine didn’t kick in for a few seconds.

Wow, you need to slow down and take a breath!

Honda and GM also reportedly expect collaboration to shorten development times of plug-in hybrid powertrains. The Japanese firm expects to gain insight from GM, which it views as more experienced in the field. And GM expects the partnership to give it a competitive advantage over other automakers in the plug-in hybrid segment. It plans to launch its Cadillac CT6 plug-in hybrid luxury sedan before the end of this year, using an adaptation of the 2016 Chevrolet Volt powertrain that is also used without a plug in the 2016 Chevy Malibu Hybrid. www.greencarreports.com/news/1101858_honda-to-cooperate-with-gm-on-plug-in-hybrid-technology

Excellent explanation as usual!

The Outlander PHEV is an amazing AWD gas sipper. I got the Honda Clarity and the Outlander and never looked back lol

Amazing explanation!!! Thank you

Great description of the Accord hybrid. Great car, fun to drive. The RLX sport hybrid 2020 was irresistible because the accord. Would like to understand the Acura more. Thank you

Such an excellent explanation. Dude you are a pro. None touched upon the subject like the way u did.kudos. Could you also make a detailed comparison for Honda fit and Toyota hydrid for equivalent size. Much help. Thanks

Very surprised the US market never got the Hybrid Fit. I've had my 2013 Fit hybrid for a couple of months now and runs like a dream. Think that engine you just described is what my car has.

73 MPH and under, the Insight will still go into pure EV mode when there are four bars generated.. It will cruise for about 3 to 4 tenths of a mile then back to charging the battery.. It does not go into pure ICE mode until you are above 73 MPH. Also, above 83MPH the clutch will disengage and power the wheels with the generator/motor instead of directly with the motor..

AWESOME VIDEO!!! Looking forwards to the Planetary gear hybrid video. Btw I have a 2019 Camry Hybrid. Pretty decent car.

How long does those batteries last and what’s the replacement cost?

You are one of the best. Always enjoy your vids. Keep it up!

It’d be interesting if you eventually also explain the Toyota hybrid system and other power-split hybrid systems too - those are conceptually a bit trickier to explain than the conceptually simple Honda IMMD hybrid system.

Congratulations on a clear, informative, and well presented run down. I don't mean to criticize, but I would prefer metric units, or at least the same units in the sketch; ie don't mix hp with kW.

Excellent explanation. Concise and well presented - really enjoyed it.

Bravo Alex! As I intend to buy a 2023 CR-V Sport Hybrid as soon as they are released this fall. How about a new video on the new tweaked power plant as it would be very useful to find out about modifications Honda has made. It would especially good to see a comparison of the two systems. Thanks and good job!