Where are you getting that spec? Everything I'm finding says it has a 6.7kWh battery pack to the Clarity's 17kWh (both rated, not usable). In any case, though, it's significantly smaller. Actually, that torque comparison graph exactly matches what I would expect given identical drivetrains, the Accord having a smaller battery pack, and the Clarity having a ~100HP@5500RPM ICE with the Accord making up for its smaller battery with a ~150HP@6200RPM ICE. At the bottom, the torque curves are identical, because the battery pack and ICE combined in both cases are supplying sufficient power to max out the capability of the electric motor. Farther up the curve, the higher power output capability of the Clarity's larger battery pack makes its curve a bit flatter, since the ICE in the Accord can't output enough power until it gets up to higher RPMs to compensate for its smaller battery pack. The different-looking falloff at the very top looks to be directly proportional to the different power curve of the ICEs, though it could just be the electronic limits set differently or an artifact of the way the dyno works. The power curves, likewise, peak exactly where you'd expect them to--at 5500RPM for the Clarity and 6200RPM for the Accord PHEV. The actual measured peaks are at the same point because they're both limited by the electric motor--it's just a matter of at what RPM the ICE assist can supply the most power. Now, in practice both ICEs could be running at their max power RPM through the entire torque curve, so both torque curves should look identical if the mechanical transmission isn't coming into play and the drivetrain is otherwise identical. Since "RPM" for the torque curve is not defined on these graphs, I suspect that the difference may just be an artifact of the way the dyno is measuring it--it's entirely possible that they are in fact identical but because the dyno is factoring in ICE RPM rather than showing electric motor RPM it looks different when you graph it.