Back in 1999 Honda was the first automaker to market a gasoline-electric hybrid model in the United States in the form of the 2000 Insight.
A streamlined two-door, two-seat model that looked every bit the hybrid that Insight was never realized the popularity that Toyota's Prius achieved.
Apparently having four doors and seating for five had much more merit, so after the 2006 model year Honda shelved the Insight. The re-entry of an all-new Insight with four doors and seating for five appeared for 2010.
Will that be enough to compete against the venerable Prius? Time will tell, but I've already formed my opinion.
There is much to like about the
2010 Honda Insight. It is much more car than the original Insight. At 40/43 mpg city/highway, its fuel economy is likable, too.
The new Insight is affordable; with a starting price tag of just $20,510 for the Insight LX model, this Insight should compete with other hybrids in the market.
All Insight models feature a fuel-efficient 1.3-liter four-cylinder gasoline engine mated to a continuously variable transmission. Sandwiched between the engine and CVT is a thin 10-kilowatt brushless DC electric motor that provides extra power during acceleration.
During acceleration, the electric motor is powered by a 100-volt nickel-metal hydride battery pack mounted below the cargo floor. During braking, the electric motor generates electricity to both charge the battery pack and to help slow the vehicle down.
The electric motor also can generate electricity for the battery pack during steady cruising, so the battery pack never needs to be plugged in and automatically charges while you drive.
What I don't like, though, is that the Insight's electric motor is small. It pales in comparison to others in this segment and it can't provide initial launch in full electric mode.
That means Insight has to fire up the gasoline engine during all facets of acceleration. That makes for quirky transitions between engine shutdown and startup.
I prefer hybrid models that provide a full-electric launch for light acceleration. Doing it this way provides a much smoother transition because the gasoline engine's power is blended in more gently when it comes online.
I was in stop-and-go traffic on Interstate 55 with my 2010 Insight test model and I was disappointed with how odd it felt when accelerating after slowing down or when coming to a complete stop.
Another area where Insight lags is the cabin. Although there is seating for five, there isn't much rear legroom when the front seats are all the way back. Six-footers can get comfortable up front, but not in back, especially if there are six-footers up front.
I really did not like Insight's divided rear glass. Whoever thought this would be a good idea? There's a horizontal bar between the two pieces of glass that obstructs rear visibility.
And speaking of visibility, I was continuously distracted by the high-mounted digital speedometer that automatically changed colors between blue and green depending on how economically the car was driven.
On the road, the new Insight is much more refined than its predecessor. There is still a bit of road noise entering the cabin, but I could be comfortable taking a long road trip with the Insight.
While I do have a few criticisms, I must tell you that the Insight is a nice hybrid with an affordable price tag. Those who have bought one like it for the same reasons that I do: fuel economy and value.