You know how hybrid cars tend to look weird,
well, we've turned a corner. This is the Honda Insight, and it's a hybrid, but you
wouldn't know that by looking at it.
Aside from some badging the latest Insight looks like a normal sedan.
Actually, scratch that, it's more attractive than a normal sedan, almost
like elements from the handsomely-styled Accord have been expertly grafted onto a
Honda Civic. Well, that's not far from the truth. The Insight springs forth from
Honda's excellent Civic platform, though it has a distinct character all its own.
Aside from the 10th generation Civic's roof and rear-quarter panels, the
Insights exterior is unique. Standard LED headlights impart premium aura, but
the Insight's semi-elevated stature really hits home inside. With added hood - and
fender insulation along with standard active noise cancellation, the Insight's
cabin is notably quieter than the Civic. It also looks fancier, note the stitching
and the perforated leather. That's class, baby. Heated power-adjustable leather
seats are reserved for the priciest touring trim, but even the cheapest LX
trim features stitching, plenty of soft materials and this helpful multifunction
7-inch screen in the gauge cluster. Like the Civic from which it spawned, the
inside is a monument to practicality. Passenger space is great, yes, even in
back. The center console is large and easily reconfigured sight lines out of
the vehicle are nearly unimpeded, and there's a handy USB adjacent phone tray
that's big enough to hold an iPhone 8 plus. FYI despite how it looks, wireless
phone charging is not available. It's not a big deal since wireless CarPlay isn't
ubiquitous yet. At some point it will be, and then I'll complain about it. Actually,
no I'm one of those moody guys who's going to complain about it now.
To soothe the pain of having to connect the cable every once in a while, consider
the Insight's outstanding efficiency with the LX and EX trims you're looking at
55 city and 49 highway knock four mpg off both of those figures if you choose to
swankier touring trim. Evidently class adds weight and drag. The Insight's
efficiency comes via a 1.5-liter Atkinson Cycle four-cylinder engine, a
lithium-ion battery pack, and Honda's two-motor hybrid drive system. With gasoline
and electric bits smoothly merging their outputs, power is respectable among
hybrids, especially that torque figure. Put to good use on the mean streets of
rural Minnesota the Insight accelerates authoritatively for a 50 mpg-plus
hybrid. It won't set your heart ablaze, but if you wanted to merge with traffic
or overtake traffic you could do that, somewhere with traffic. If you really
stand on it, you'll be treated to CVT- style engine drone. That's the price you
pay for efficiency. Like its Honda Clarity hybrid kin, the Insight offers
multiple drive modes that vary the throttle pedals urgency. The sport is
sharply responsive. Econ is mellow, and normal is you know normal. There's also
an EV mode that under the right circumstances lets you cover up to a
mile using only electricity. Returning from a night of partying but don't want
to wake your parents? Try EV mode. One of the Insight's greatest tricks are its
regenerative brakes. They feel like normal brakes. There's no hybrid
woodenness, and gliding to an imperceptible stop is not only possible
but likely. It's so nice when I can cross something off my complaint list, which
reminds me, there's no adjustable lumbar support in the Honda Insight.
One last braking note, the driver can adjust regenerative braking intensity
with paddles on the steering wheel. Left paddle for more intense braking, right
paddle for less. It's a helpful feature that keeps you from having to ride the
brakes down long hills. Honda has also done an admirable job tuning the
suspension. Road impacts are absorbed with smooth sophistication. Coupled with
a quiet cabin and nicely weighted steering, the Honda Insight is a
supremely comfortable, long-haul commuter, but can it be driven stupidly? Apparently
stupid mode is available. On a more pragmatic note, cargo space is a generous
15.1-cubic feet, and thanks to the hybrid battery's placement under the rear seats,
the seat backs fold like a normal sedan's. Apple CarPlay and Android Auto are
included on EX and Touring trims, as is this smartly arranged volume-knob
equipped eight-inch touchscreen. Meanwhile, for a little less than $23,000
the LX slums it with a still usable 5-inch display and honestly it's
probably overstating it but for our money
the EX is worth its modest premium. For a mere $1,200 or so the EX has remote
engine start, Honda's lanewatch blind-spot camera, smart entry with walk away
auto lock, 60/40 split rear seat backs, a center rear armrest and external trunk
release, and you know it, just spend the extra $1,200. On the safety
front, automatic high beams, traffic sign recognition and a multi angle backup
camera are standard on all trims, as is Honda Sensing. So even the cheapest Honda
Insight provides dynamic cruise control, lane keeping assist and forward
collision warning with automatic braking. As noted elsewhere, Honda Sensing works
wonderfully. Lane keeping assist in particular keeps the inside squarely in
its lane without any of the jittery steering action you've seen in similar
systems.
Obvious Honda Insight competitors include the similarly efficient but slightly
pricier Toyota Prius and the less expensive but also less fancy Hyundai
Ioniq. Both cars are traditional answers to the hybrid question leading back to
the core problem with hybrids they come with baggage. Many car buyers still think
of hybrids as slow, strange-looking self-congratulatory, eco mobiles. Then
there's the Honda Insight. It's a prime example why we should focus on results
not labels. Okay, it is literally labeled hybrid, but you've got to look close. With the Insight there's no
pretense, no posing. It's just a handsome, enjoyable, practical sedan that also tops
50 mpg. Whether through magic or hybrid engineering, that's a remarkable result.