Adapted from the latest Civic can only mean good things for newest Insight
Honda’s pioneering hybrid goes mainstream The new Honda Insight Hybrid is built on the same architecture as the award-winning Civic, but all of its body panels are unique. This compact sedan is 42mm longer than the corresponding version of Canada’s best-selling car, but their height, width and wheelbase are identical. What follows are 20 things that make Insight a unique mainstream player. But first, a little history. ▲
2000 Honda Insight Most surely believe otherwise, but it was Honda that pioneered hybrid power in North America. The first Insight was introduced in 2000, just ahead of the first Toyota Prius. It was a streamlined 2-door coupe with a lightweight aluminum unit-body and a series hybrid powertrain built around a 3-cylinder, 1.0-litre engine. The frumpy-looking Prius quickly had its revenge by trampling the geeky Insight on sales charts. ▲
Second-generation Honda Insight The second Insight, landing in 2010, was a 4-door hatchback aimed squarely at the Prius. It was retired three years later, unable to challenge its rival. The newest Insight is built on the same architecture as the 10th generation Civic and powered by the third generation of Honda’s 2-motor hybrid system. Now we’re talking. ▲
Two models priced shrewdly The line-up for the 2019 Insight was trimmed for the Canadian market, from three versions down south to just a couple here. The Hybrid is thus priced at $27,990 while the Hybrid Touring goes for $31,590. The two are mechanically identical, down to the diameter of their stabilizer bars and 215/50R17 tires, mounted on alloy wheels. Safety systems, active and passive, are the same. The Touring does offer a power moonroof that takes away 44 mm of headroom in front and 7 mm in the rear, a 452-watt audio system with 10 speakers and a subwoofer, instead of the base’s 180 watts and 8 speakers, plus power adjustments for its front passenger seat. These explain the additional 17 kg it carries. ▲
Additional style and substance Honda says the Insight’s cabin is the roomiest in its class, with trunk volume identical to the Civic’s, thanks to a hybrid battery pack secured under the rear seat, over a redesigned rear floor structure. With its smooth profile and sweeping roofline, the Insight’s closest relative, in terms of styling, is the Accord midsize sedan. While this Crimson Red Pearl and a Cosmic Blue are unique to the Touring, both versions can be dressed in Crystal Black Pearl or White Orchid Pearl. ▲
Shapely and efficient The new Insight’s smooth lines, wide stance and low profile are unlike the stereotypical, hybrid-powered compact car’s shape, as defined over nearly two decades by the standard-setting Prius. Its swooping fender bulges add presence and a touch of swagger, making it one of the best-looking cars from Honda in a while. Yet, engineers and designers have managed to make it as aerodynamically efficient as the original Insight, achieving a claimed drag coefficient (Cd) of 0.25 without resorting to obvious tricks such as fender skirts or flush wheels. Just a touch behind the 0.24 coefficient of rivals such as the Prius and Hyundai Ioniq hatchbacks, with their space-pod looks and high rear sections. The Insight’s aluminum hood is also 7.6 kg lighter. ▲
Smooth green performance The Insight is powered by the third generation of Honda’s hybrid system. It combines a 4-cylinder, 1.5-litre engine running on the more efficient Atkinson cycle and good for 107 hp, with an electric propulsion motor that produces 129 hp and double the torque (197 lb-ft), instantaneously. The latter is lodged under the aluminum cover to the right, with a second electric motor that works as a generator and starter. The system’s combined output is 151 hp, fed to the front wheels in parallel or series hybrid mode or as a pure electric, for up to a kilometre. The Insight is, by far, the quickest of its class, completing the 0-100 km/h sprint in a measured 8.68 seconds, while the Hyundai Ioniq takes 10.55 seconds and the Toyota Prius 10.77 seconds, for the same exercise. ▲
Seamlessly juggling torque With an electric propulsion motor linked directly to its front wheels, the Insight has no transmission as such, but a lock-up clutch does couple the engine to the electric drive motor at constant highway speeds, for better efficiency. Otherwise, the 1.5-litre engine, complete with i-VTEC variable valve timing, starts and runs only to feed the propulsion motor or charge the lithium-ion battery pack through the second electric motor. The system is smooth and all power transitions notably seamless. The engine does rev right up for long seconds – seemingly to the redline – over the slightest incline, on a rolling highway. This will surprise and likely annoy you at first, but you get used to it on a long drive, as verified on a 1,000-km drive from Montreal to Michigan. ▲
Proper space and proportions You can hardly go wrong by tailoring your compact hybrid on the Civic sedan and keeping its accommodations and proportions intact. Honda has achieved this without any visible or perceptible loss, in spite of having a battery pack and all related paraphernalia to fit in. Cabin space and trunk volume stay the same, and you get proper 60/40 folding rear seatbacks on both models. Rear visibility is also decent, and unbroken, through the sloping rear glass. The Insight’s suspension is a unique design, with three links in the rear and hydraulic “compliance bushings” at all four wheels, for good control and a smoother ride. The Insight Touring proved agile in the city and impressively stable, quiet and comfortable on long highway drives. ▲
Modern and practical design The Insight has its own instrument panel and console that share just a few elements with the Civic. This modern, practical and ergonomic design makes optimal use of digital and physical controls, with clear and sharp displays and graphics. Quality materials are used throughout, including double-stitched leather. Cupholders, cubbyholes and storage bins are handy and plentiful, including a spacious, configurable center console that includes cupholders large and tall enough for a large milkshake, a bottle or the legendary Big Gulp, topped by a padded and adjustable armrest. There is a lot of space in the conventional glove box, too. Forward visibility is also great with the low hood line, narrow front pillars and big windshield, long-standing practices at Honda. ▲
Good room and real comfort There is plenty of room for the head, legs and hips, in the front seats. Also plenty of space and adjustability for a spotless driving position, flat footrest included. All Insight drivers get a nicely-shaped, 8-way, power-adjustable bucket seat that provides good overall support, even with a slightly short cushion. All seats are draped with perforated leather and the front passenger gets 4-way power adjustments too, in Touring models. Overall comfort was surprisingly good in the Touring during our longest stretch, even after several hours at the wheel. Very smooth and quiet too. Just a touch sensitive to head- and crosswinds on the highway, though. ▲
Lounging in the rear Headroom and legroom are also abundant in the rear. Thigh support is average, on the other hand, with a seat cushion that is set rather low, in spite of the battery pack that lies underneath. A currently common trick, to try and preserve rear headroom in cars with a sloping, “coupé-like” roofline, as the overused phrase goes. The center perch is good only in a pinch, for short rides, as in most modern vehicles. All three seats have adjustable headrests that yield acceptable visibility to the rear. Rear seatbacks fold in familiar 60/40 sections, with separate release handles in the trunk. Also, the two outboard seats are heated, in Touring versions. ▲
Smart and smooth controls Honda has arguably done its best work yet, with Insight controls and instruments. The centerpiece is a 3-spoke steering wheel with a nicely-sculpted rim wrapped in smooth black leather. Secondary controls for the automatic cruise control, lane-keeping assist, audio system, driver display and phone are clearly identified, well laid out and just properly shaped and sized. Same story for all buttons and switches on the instrument panel, door and center stack. The 7-inch TFT touchscreen is a marvel of clarity, with big icons that make things infinitely easier and safer, when you must use it while driving. It also has a round volume knob and a quartet of perfectly useful bar switches. The screen is set low, between the top vents and solid HVAC controls, where it doesn’t jut out like a tacked-on tablet. ▲
Classic dials with modern twists The electronic dials and gauges in the instrument cluster are just as bright and clear. The left-side display here shows real-time power use or the level of regenerative braking to charge the battery, plus current average fuel consumption, range and trip odometer reading. A full range of alternate displays can be chosen with toggles on the steering wheel. While driving, the target speed selected for the adaptive cruise control (ACC) is displayed, as well as the chosen minimum distance. That system works well, including the “low-speed follow” function. And the speedometer on the right is a legible classic, indeed. ▲
Vital commands and connections Both Insight models get an electronic drive control module quite similar to what is used in the Honda Clarity PHEV that runs with a similar hybrid powertrain, albeit with plug-in capability. The three buttons at the bottom right of the console let you choose Econ, Sport or EV modes, over the default Normal mode. The first mode softens throttle response, somewhat, to optimize fuel and battery power drain. The Sport mode sharpens accelerator response and lets the propulsion motor get more electrons from the battery, for better acceleration. The rubber-lined pad on the right is for your phone or “phablet,” with a couple USB ports and a 12-volt outlet just above. ▲
Clear and complete The 7-inch thin-film transistor touchscreen actually looks bigger. Big tiles make navigation and selection quick and easy as you swipe over three display screens. Standard kit includes Apple CarPlay and Android Auto, hands-free, Bluetooth cell phone interface, the 180-watt AM/FM audio system with eight speakers and both the LaneWatch blind spot monitor and multiple-angle rearview camera that fill the screen when needed, with guides that move as you reverse. In addition, Touring versions get HD Radio with SiriusXM, Siri Eyes Free compatibility, a wi-fi hotspot, the HomeLink remote system and a satellite-linked navigation system, plus the 452-watt audio system with 10 speakers. The only glitch we experienced, during our test, was inconsistent volume control when using hands-free phone and moving in and out of CarPlay. ▲
Keeping track The “power flow” section will show the constant interplay between the engine and electric drive motor, if you choose to see it on the big screen instead of the instrument cluster. Another screen lets you also stay abreast of fuel consumption, as you go. The official city/highway/combined fuel economy ratings, for both versions, are 4.6/5.3/4.9 L/100 km, respectively, a touch more than the rival Hyundai Ioniq and Toyota Prius. We calculated an average of 5.68 L/100 km for a 2,025-km highway round-trip between Montreal and Ypsilanti, Michigan, at the (unofficially) tolerated average of 118 km/h. The Hybrid Touring’s fuel economy display showed 5.7 L/100 km. Close enough. The Insights easily dip under 5 L/100 km in city driving, a hybrid car’s strongest suit. ▲
Speaking volumes The Insight sedan has a standard trunk instead of a cargo bay under a hatch, like the Hyundai Ioniq and Toyota Prius. The opening is usefully long and wide, with a low enough liftover and a ribbed scuff plate for large suitcases and parcels. Total volume is 427 litres, same as its Civic sedan cousin and equal to several mid-size sedans. The entire trunk is lined with a thick, rigid felt material to keep things neat and help with soundproofing. It works a charm. The trunk can be extended by flipping either or both of the 60/40 seatbacks with the handles along the top edge, and there is additional storage under the floor. ▲
Stretching out Unlike many, if not most hybrid-powered sedans, the Insight has rear seatbacks that fold forward in 60/40 sections, thanks to a propulsion battery pack set commendably low, under its rear seat. Although there is no pass-through at the center, for skiers and snowboarders, this full-width opening between trunk and cabin are a definite boost for the car’s practicality. ▲
The iceberg principle One cannot help but wonder where Honda engineers have managed to put the fuel tank for the Insight, since there is additional storage space under the floor of the Insight’s trunk. The five bins sculpted in hard black foam are deep enough to store plenty of useful items and keep the trunk pleasantly free of clutter and movable objects, as you drive. The square bin to the right is a custom fit for the air compressor that will be used only in the case of a tire puncture, with a providential can of tire sealant. ▲
Solid grip and emergency braking Like virtually all hybrid and “green” cars, the Insight runs on low-rolling-resistance tires developed with an emphasis on maximum efficiency and durability. A high treadwear index of 500, on the sides of these Continental ProContact 215/50R17 tires, clearly demonstrates it. And yet, our Insight Touring test car was surprisingly and remarkably effective in our usual six, full-on, emergency braking tests from 100 km/h, with an average braking distance of 38.9 metres. By comparison, the comparably powerful and quick Chevrolet Volt needed 42.87 metres, the standard-setting Toyota Prius needed 43.9 metres and the Hyundai Ioniq Hybrid challenger stretched it over 45.4 metres. These results certainly shed a different light on the small differences in fuel economy between these close rivals, when considered in terms of overall safety. ▲
Light brigade Both Insight Hybrid variants carry a very full array of the incomparably compact, durable and efficient light-emitting-diodes (LED). These are used for: the high- and low-beam headlights, daytime running lights, position lamps and turn signals at the front, and for the taillights, brake lights and the center-high-mounted-stop-light, at the rear. In addition, the Touring has LEDs for its additional driving lamps (the so-called “fog lights”) and side mirror-mounted turn signals. While the six LEDs in the low beams do a very good job in night driving, the high beams could use more power and brilliance than what its three LEDs currently provide. ▲
Navigation help The navigation system in our Hybrid Touring test car, developed by Garmin, has attractive displays and lets you enter a new destination quickly, on a single line: A highly desirable change from integrated systems of yore. We nevertheless found it wanting, though. First with mapping that was definitely not up to date and later, when it just dropped the chosen destination mid-trip, without any warning. We were glad to have brought our own, freshly-updated, portable Garmin unit as usual on long trips. For comparison purposes and this time, to serve as back-up. ▲
Keyword: TEST DRIVE: 20 things that make Honda Insight mainstream