The midlevel Insight EX starts at $21,970 and the loaded EX is $23,700, which adds such extras as vehicle stability control and integrated turn signals in the side mirrors.
Honda expects to restore some sanity to the hybrid vehicle segment with its simple but effective 2010 Insight, a five-passenger hatchback.
The new model recalls the name of its two-door predecessor coupe, but Honda hopes to assert a hipper, sportier image for the new model.
Whether Insight is sporty to drive is debatable, but at last Honda now has a car that “looks” hybrid. Its customers were jumping ship to buy a Toyota Prius, even though Honda had its perfectly functional Civic Hybrid.
And Honda made some news when pricing the base Insight LX at “under $20,000.” But add the $670 freight charge from Japan, and the starting price is $20,470, though it comes with desirable features, including power windows-mirrors-locks, automatic air conditioning, alarm and an auxiliary input for digital music.
The midlevel EX starts at $21,970 and the loaded EX is $23,700, which adds such extras as vehicle stability control, paddle shifters, alloy wheels, integrated turn signals in the side mirrors and a slightly better stereo system.
Honda expects the EX to account for about 65 percent of sales, but the LX will be ideal for deliveries, fleet use and a first car for teens and college students.
Fuel economy is EPA-certified for 43 mpg on the highway, which compares with 45 mpg for the 2009 Prius and an estimated 50 mpg for combined city and highway driving for the upcoming 2010 Prius.
Honda was prepared for those raised eyebrows from consumers and during a recent media event for Insight, it put automotive writers through a series of drive routes to showcase how easy it can be to get 60 mpg and more with careful driving.
After driving several 13-to 20-mile loops over varying terrain and traffic, it was pretty clear to me that the Insight is a nice car. It is smooth and efficient and engaging, at least for a time, with its computer-gamelike scoring to earn peak driving points.
An Eco Assist feature uses a 3D-like background within the speedometer, which changes colors from green to blue to highlight the driver's efficiency or lack of it. Green equates to efficient driving and the highest fuel economy.
The driver's fuel-economy results are continuously tracked and shown per drive cycle and on a lifetime basis in the form of plant-leaf graphics that appear in the Multi-Information Display. Up to five leaves can be “earned” and a real-time score is shown in the Eco Guide screen.
It is a good teaching tool, but of interest only until the driver figures out the game and knows when he or she is driving in the green.
Drivers can extend efficiency by activating Econ Mode, which dials back throttle response, transmission and idle-stop duration, air conditioning and cruise-control operation. Misers and hypermilers will always drive in Econ Mode, but it's not a distraction to lead foots, either.
With 98 total horsepower between engine and motor, there's plenty of acceleration force. And the car will cruise easily at 80 mph.
Upon entry for the first time, the electronic gauge display is dazzling and takes eyes away from an interior layout and materials that are far less dynamic. There are individual controls for fan and vents, which is simpler than having to page through screens in a digital readout.
Using a foundation shared with the Fit, front seat height is higher than in the Civic, and, consequently, easier to get behind the wheel. The back seat is raised, but the center position, with head restraint, is kid size. The 60/40 split seats fold to a flat position, with a cargo cover and more storage under the cargo floor. And there are handy stow-and-go spaces through the cabin, including numerous cup and bottle holders.
Ride quality is firm but not rough. Sightlines are open, assisted through windows in the rear deck. And the turning circle seems wide at 36.1 feet for a car of this size.
As simple as this car is to drive, there is a LOT going on under the skin.
Honda's Integrated Motor Assist system is a full hybrid that combines an electric motor positioned in-line between the engine and the transmission. The system adds power during acceleration and in certain cruising situations. Regenerative braking recaptures energy to restock the battery reserve.
The drive system will run on electric power in certain low-to mid-speed cruising conditions and it will deactivate cylinders on deceleration. The gasoline engine shuts off at stops. But Prius has a much more obvious battery-driving cycle, which I think adds to the reward of paying more to drive hybrid.
Honda saved some money by using nickel-metal hydride batteries, which it says are fine and efficient for this application. Lithium-ion batteries pack more energy and cost more, but Honda considers them still somewhat untested for consumer safety.
With a 10.6-gallon fuel tank, Insight has a cruising range of more than 400 miles. But would a larger tank, say 13.5 gallons, have been a bigger selling point to commuters?
Cars sold in California and states that have adopted the California Air Resources Board ZEV standards are granted an Advanced Technology Partial Zero Emissions Vehicle (AT-PZEV) emissions rating. But that still won't get you a certificate to drive solo in the commuter lanes.
Insight has the potential to sell to young buyers, but these days, who doesn't want to look like he or she cares about the environment?
While this is the second coming of Insight, it is not a religious experience.
Once the driver gets over the 3D-like graphics and settles into using the car as a mode of transportation, the Insight will be a good $22,000 car. Good for commuting, good for daily driving.
SOURCE: signonsandiego
