Honda Insight 2009 Review - International

Not so much
>> Economy is paid for with average performance
>> Rear headroom is marginal for tall passengers
>> Some aspects of cabin quality

Overall rating: 3.0/5.0
Engine and Drivetrain: 2.5/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 3.0/5.0
Behind the wheel: 3.5/5.0
X-factor: 3.0/5.0

About our ratings

OVERVIEW
-- Back to the future
Smaller, simpler and, Aussie dollar permitting, cheaper than its high-profile hybrid Toyota counterpart, Honda's Insight is in reality a very different vehicle. Though the new Honda will inevitably be lumped in and compared with the Prius, it is a different pot of poisson.

Insight revives the nameplate of Honda's original hybrid -- a two-seat 1.0-litre alloy-bodied coupe with weird Harold styling that predated the Prius to the marketplace by three years.

Like that original car, the new Insight's hybrid powertrain is built to a different philosophy to the Toyota. Where the Prius essentially employs two separate drivetrains, the Insight uses an electric motor and limited battery capacity to 'help' a smaller than average petrol engine to power the car.

This approach is cheaper to build and, according to Honda, along with auto stop-start and regenerative braking delivers a large percentage of the benefits of the 'other' system. One key difference for users is that Honda's system, called Integrated Motor Assist (IMA), does not allow the car to operate from rest in electric mode only. That was the case with the IMA-equipped Civic Hybrid and remains the case with Insight.

PRICE AND EQUIPMENT
-- The $34,000 question
The other key difference is cost. While Honda is still being coy about the pricing of the Insight for Australian buyers, in the USA the Insight starts under US$20,000. This is around US$4000 under the Civic Hybrid and around $3000 under the latest Prius -- even in the face of red-hot pricing by Toyota USA.

Honda has made no secret that it would like to launch the Insight in Australia with a pricetag that starts with a two. If there's one thing that counts against the likelihood of a $29,990 sticker price, it is the fact the car won't arrive Down Under until the second half of 2010... Most likely late in that second half.

Insight is a hit in Japan already and demand is building in the USA. That means Australian deliveries have been pushed back. With almost 12 months to wait, it would be a brave man that would set a price for the car this far out. A strong Aussie dollar will assist in keeping the price down, but our estimation is that the car will hit the market at closer to $34,000.

When it does arrive, you'll have the choice of two model grades, the specifications of which will be tailored to the local marketplace.

In the USA, Insight has launched with a three grade strategy: entry-level LX, and top-line EX and EX Navi. Priced from US$19,890, the LX is not what you'd call 'loaded' but there's a reasonable level of comfort and convenience items standard.

Climate control air is fitted but there are no wheel-mounted audio controls. There's a comprehensive multifunction information display that includes eco-based functions but no cruise control. Lights and wipers are all manual. Seats are cloth covered and the wheels are 15-inch steel items with plastic covers. There are no indicator repeaters on the mirrors but at least the base model retains the attractive LED taillights seen on the showcar.

Inside, the single-disc audio system is MP3-compatible and player-ready but missed out on USB capability and gets just four-speakers. As noted below in SAFETY six airbags are standard on all US models, but stability control (VSA -- Vehicle Stability Assist in Honda parlance) is offered on higher grade models only.

The EX and EX Navi step up the offer though they still stop short of the leather and more approach of Toyota.

The EX adds alloys (still puny, but low drag 15-inch items -- 16 or 17s would transform the look of the car) and cruise control but still does without steering wheel-mounted audio controls. Paddle shifters are added for the CVT and the cabin is upgraded by way of extra speakers and a centre console. Heated exterior mirrors get turn signal repeaters and there are modest trim tweaks here and there.

In the top-of-the-range Navi model, the standard audio set-up is tossed and replaced by a touchscreen combination audio and navigation head unit. In addition to steering wheel-mounted controls for audio, there is voice activated functionality for the navigation system and Bluetooth system.

A feature unique to the Insight at all levels is Honda's Eco Assist system. This graphically illustrates the driver's performance from a fuel conservation viewpoint.

When driving economically (and efficiently, Honda adds) the Eco Assist system changes the coloured backlighting of the digital speedo section of the Insight's split dash. Green is good and indicates the driver is achieving "Optimal Environmental Driving". Hard acceleration and deceleration turn the backlighting blue (Bad!). In between there's a blue-green stage where most of us will drive.

Long-term feedback on driving style is provided by the Insight's Eco Guide. Incorporated in the multi-information display, the Eco Guide displays 'leaves' on tree icons to indicate "the level of environmentally responsible driving performance". The more leaves, the better you're doing.

A bar graph provides instantaneous feedback and the Eco Guide displays more trees icons to appraise your last trip and your cumulative score. Think of it as the green equivalent of the lap timer built into some performance cars.

MECHANICAL
-- Help is on its way
The powertrain of the Insight is what seeks to set it apart from 'ordinary' hatches. A development of the same powertrain that is used in the Civic Hybrid, it combines a 1.3-litre SOHC eight-valve i-VTEC four-cylinder fuel-injected petrol engine with a compact 10kW lightweight DC brushless electric motor.

Honda calls this combination Integrated Motor Assist (IMA) and it is comprehensively different from Toyota's Hybrid Synergy Drive system. Mounted between the engine and the CVT transmission, the electric motor 'helps' the internal combustion engine but, for example, does not power the car from rest -- as is the case with Prius.

The Insight's IMA system is a fifth-generation unit and features a more compact, lighter and efficient IPU (Intelligent Power Unit) which controls the IMA system. A 100.8V seven-module 84-cell nickel 5.75Ah (amp-hour) metal hydride battery is mounted adjacent the IPU under the rear load area of the five-door hatch.

The engine features twin-plug combustion chambers for efficient combustion and upon deceleration a development of the same Variable Cylinder Management (VCM) cylinder cut-off as used in the Accord's V6 powerplant 'idles' cylinders' valve gear. This reduces pumping losses which in turn maximises the efficiency of the regenerative braking effect of the electric motor.

Power output of the Insight's four-cylinder engine is rated at 88hp and 88ft-lbs (approximately 65kW and 119Nm), with another 13hp and 58 ft-lbs (approx 10kW/78Nm) contributed by the electric motor. This is around 12hp (approx 9kW) shy of the Civic Hybrid. The larger Prius significantly out grunts both the Civic Hybrid and Insight combining 1.8-litre petrol engine with a 60kW electric motor.

Drive is via the front wheels with transmission duties handled by a conventional CVT (continuously variable transmission). Honda says the CVT helps the engine and IMA motor "stay in their most efficient operating range" and provides greater efficiencies during regenerative braking. A new starter clutch locks up at lower engine revs to provide better initial acceleration and reduced powertrain loses.

With the arrival of the Insight, Honda has added paddle shifters (EX model and above) to allow drivers to replicate a manual mode. Seven predetermined steps are programmed into the CVT.

When the main console-mounted shift is in Drive, the paddles can be used to downshift and the transmission will return to auto mode of its own volition. Sport mode on the main shifter locks the gear and requires the driver to manually make shifts. "For maximum control during spirited driving," says the carmaker.

In terms of chassis, the Insight is conventional with a MacPherson strut front suspension and torsion beam rear layout. Steering is via electric assisted rack and pinion and brakes are an antilock-equipped disc/drum combination.

With a larger proportion of the Insight's braking provided by the regenerative function of the electric motor, braking effort is "intelligently controlled" by the IPU. This places a lower than normal reliance on conventional brake hardware, says Honda. Perhaps this is the reason a thoroughly-modern hatch like Insight has those thoroughly-1950 drum brakes peaking out through the alloys wheels on the rear axle.

Not surprisingly Honda doesn't list any acceleration performance data for the Insight in its US market press kit. It does, however, detail fuel consumption.

The Insight's US market EPA mileage is 40mpg city, 43mpg highway and 41mpg in the combined cycle. That US unit combined measurement translates to around 5.7L/100km. In comparison the Civic Hybrid is rated at 42mpg (5.5L/100km) combined and Prius at 50mpg (4.7L/100k) in US testing.

After around 250km of driving Insights around Los Angeles, with a fair proportion of freeway work (not the Insight's favoured domain) we registered figures between 37 and 45mpg (6.3-5.2L/100km).

Looking at the Insight/Civic fuel economy differential in US testing and considering previous experience with the Civic Hybrid in Australia suggests that these numbers are also what you can expect Down Under.

PACKAGING
-- Clarity in its purpose
Any resemblance between the Insight and Honda's FCX Clarity fuel cell eco flagship are entirely deliberate -- that's the rider that should be at the bottom of every Insight sales brochure. The latest Honda hybrid plays up the eco-car profile for all its worth. Yes, it's slippery aerodynamically, but so is the latest three-box Mercedes E-Class.

This car's styling is as much about marketing as it is low drag efficiency. Driving alongside the Clarity (as the Carsales Network had the opportunity to do) the Insight's origins are obvious. The two cars share similar front-end treatment and the swoop of the roof and sharply abbreviated rear-end are off the same drawing board.

It might have some awkward, heavy looks from some angles (the Insight doesn't have the overall length of the FCX to entirely carry it off) but overall it's an attractive car. In search of rolling efficiencies it's severely under-wheeled and tyred, however. We'd suggest a bigger wheel/tyre option would do wonders for the looks at a modest cost in real world efficiency.

Insight rides on a wheelbase that's around 150mm shorter than Civic, so it doesn't have the little big car room of its stablemate. As this car is not intended to replace the Civic this is not a drama. That said, there's a measure of added amenity in the hatchback's design that means overall carrying capacity is probably on a par.

Unlike the Civic Hybrid, Insight offers a proper 60:40 split-fold rear seat and little if any reduction in luggage capacity due to its battery infrastructure (Civic Hybrid has no cabin-boot access). There's room for a space-saver spare under the rear luggage area as well as the battery and IPU.

Rear legroom is well short of the Civic, however, and second row headroom is also a touch compromised. Up front we've no complaints -- comfortable seats that offer plenty of adjustment and a reach and rake adjustable wheel allows the driver to place him or herself just so.

Honda's now trademark split dash is one of those love-it-or-hate-it configurations. While we don't love it, we think it works rather well -- allowing the driver to easily glance at speed readings without much eye movement away from the road.

We were pleased to the see that the test Insights' cabins were better executed than the first cars we saw at Detroit motor show early this year. Dash plastics have been improved in terms of look and feel, and the fabric panels that line the doors appear 'softer' than the 'hose out' Detroit cars.

It should be noted, however, Insight still has a lighter and less 'chunky' feel than the rest of its breed. The doors don't quite close with the same feel of solidity as Civic sedan and hatch. This will sit in the Light Car segment in more ways than one.

SAFETY
-- Loaded in the USA
Insight features Honda's latest iteration of its ACE (Advanced Compatibility Engineering) body structure and uses a high proportion of high and ultra-high strength steels for what Honda expects will be five-star EuroNCAP/ANCAP crash safety rating.

As noted above six airbags are standard on all US models, but stability control (VSA -- Vehicle Stability Assist in Honda parlance) is offered on higher grade models only. It's possible, thanks to local legislation, that that situation might be reversed when the Insight comes Down Under.

We're only guessing but we expect Insight to arrive with VSA standard across the range, but perhaps with curtain airbags as a safety pack option on the base model.

COMPETITORS
-- Fighting on the forecourt
Insight will inevitably be compared to Prius -- at least until we see hybrid versions of Corolla and Yaris arrive Down Under. In practical terms the Insight is substantially smaller than Prius. The Toyota's interior dimensions approach that of some medium cars.

In the USA, Toyota is ultra aggressive on its Prius pricing and offers a five-model grade strategy priced from US$22,400-27,600. In contrast three Insight models span US$19,800- 23,100. For comparison, the four-model US-market Civic Hybrid range starts at US$23,800 and steps up to just over $27,000.

Down Under, Honda would likely wish to pitch Insight at non-hybrid models in the $28,000-34,000 range. The chief problem we can see the new car facing is the performance shortfall -- vehicles like the Hyundai i30, latest Mazda 3 and Volkswagen Golf easily better than the Insight in terms of performance as well as interior presentation. In its diesel versions the German car will also likely be more economical than the Honda.

ON THE ROAD
-- Better than the sum total
One ace up the Insight's sleeve may be the way it drives. Though we're not huge fans of Honda's IMA system, the carmaker has managed to inject a degree of sprightliness and brio into the way the Insight steers and handles.

In contrast to its Civic Hybrid stablemate, the Insight has a light and wieldy feel to the front-end and steers with some precision. Though a touch dull dead ahead, the electric power steering loads up nicely off-centre and allows you to place the car just so. Turn in is good and there's little of the lead-tipped arrow the Civic Hybrid (and Prius) seems to have.

Though tied down quite taught, ride quality is not bad -- even on LA's horrible expansion-joint littered concrete freeways. On roads more akin to our local asphalt, the Insight should be the pick of the hybrid brigade and challenge the current crop of light cars. It's less choppy than the Prius and more wieldy than most of the conventionally-powered small hatches.

There's no getting away from the fact the Insight's IMA powertrain is no firebrand. Two-up with a modest amount of luggage it needs to be pushed pretty hard to cope with the 80mph-plus LA freeways and merging requires most of what the car can give. In such conditions the car's powerplant can be noisy, though there's no harshness of which to speak and the car still returns economy in the fives.

On surface streets the Insight happily accelerates with traffic and in such conditions is pretty much fuss free. At lights the engine shuts down as soon as it is up to normal operating temperature. Like the Civic Hybrid it also turns down the climate control to save on battery power. If you need full aircon delivery the engine will continue to run.

Insight features an ECON mode which Honda says enhances fuel economy. Located as a button to the left of the steering column, once activated it adjusts the car's various settings to: activate idle stop sooner, set aircon to recirc and reduce fan speed; change throttle and CVT 'maps'; limit power and torque by around 4 per cent (except at wide open throttle); and adjust cruise control operation.

While we tried the mode a couple of times, it was hard to notice any change. More scientific testing is required to quantify the difference.

Overall, initial impressions of the Insight are favourable (its handling, if nothing else, gives us hope for Honda's hybrid sports hatch, the long-awaited CR-Z). Indeed, overall it's a good but not stunning drive that returns marginal fuel economy improvements, which are effectively 'paid for' by modest straight-line performance.

Frankly, its success or otherwise Down Under hinges on the price at which Honda can land it. A sub-$30,000 pricetag will deliver hybrid motoring to a wider group of the population and likely see the Insight figure well in Honda's sales mix. Every dollar over the 30K mark, however, will handicap the hatch -- and heavily...

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