When the Honda Insight debuted in 2000 it boasted fuel economy that no production car on the road could duplicate, but sadly Honda's tiny Insight could only accommodate two people, it couldn't haul much of anything, and it was priced over $20,000: quite the chunk of change back in '00. After being canned by Honda in 2006, the Insight is back for '09 as a 2010 model. Unlike the first generation, which was only suitable for a select few, Honda claims the new model is for "Everyone." Now a 5-door hatchback, the second generation Honda Insight is bigger (now seats up to 5), is more powerful, and costs about the same as those '00 models... But is the Insight truly for everyone?

For the 2010 model year the Insight is available in two trim levels: the base LX and the top-of the line EX. Both trims come with Honda's 1.3-liter 8 valve engine (a sort of de-tuned version of the Civic Hybrid's engine) mated to an electric motor that together make a not-so impressive combined 98 horsepower (88 from the engine and a mere 13 from its small electric motor). While the first generation Insight could be opted with either a 5-speed manual gearbox or a CVT automatic transmission, the 2010 models can only be had with a CVT automatic. Honda has, however, included nifty paddle shifters in the top-of-the line EX trim level that allow the driver to artificially shift through seven pre-set gear ratios.

Styling: 5/10

Honda has found out, through the success of Toyota's Prius, that when consumers drop over 20 grand on a hybrid many want their environmentally sound decision to be known by passerby. The Prius's unique "Look at me, I'm driving a hybrid" styling has more than once been blamed on its success. In a seemingly blatant attempt to appeal to those who seek a halo for driving a car that can run on mere gas fumes, Honda has nearly photocopied the current generation Prius: whether it was intentional or not. While the new Honda Insight looks suspiciously similar to the Prius, it does boast some unique styling cues, including an aggressive front fascia with vertical rather than horizontal head lamps and sharper character lines that help distract the eyes from its unsightly egg-shaped silhouette.

Performance:

Acceleration: 4/10

It goes without saying that the Insight's tiny engine and electric motor making a combined 98 horsepower doesn't provide head snapping acceleration. However, for a power plant making such modest horsepower coupled to a less than thrilling CVT automatic transmission, the Insight doesn't feel terribly slow while tooling around town. Even with the ECON button pushed (a performance hampering feature that modifies the insight's powertrain among other aspects of this car for better fuel efficiency) the Insight provides entirely adequate acceleration that is comparable to many economy oriented 4-cylinder cars on the market i.e. a Honda Fit. So why did I give the Insight such a low score in the acceleration department? The Insight may provide adequate oomph from a stop, however at speed this car is horribly slow at responding to throttle input (with or without the ECON button pushed). For example, by stabbing the  Insight's throttle at cruising speeds it feels like an eternity before the powertrain responds. When the Insight's powertrain does eventually acknowledge said throttle input, its 2,700 lb. mass is reluctantly propelled forward at a snails pace with plenty of audible engine complaint to boot; I never had this issue with the current generation Toyota Prius.

Engine refinement: 1/10

Though Honda is known for cranking out some refined 4 bangers, the Insight's 1.3-liter 4-cylinder motor coupled to Honda's IMA system is one of those few exceptions. While the Insight offers quiet vibration-free idling, the underpinnings of its tiny motor becomes apprent as soon as the throttle is provoked. Even with the slightest of throttle pressure the Insight's powertrain is always audible with an unrefined menagerie of metallic sounds that refuse to quit until a cruising speed is reached. In comparison, the Toyota Prius and even Honda's own Civic Hybrid offer significantly quieter powertrains.

Transmission: 4/10

As with most hybrid vehicles, the new Honda Insight comes with a continuously variable transmission (CVT). While some companies, e.g. Nissan have come close to perfecting the CVT, Honda has a more difficult time achieving the same levels of refinement- despite the fact that they were among the first car companies to mass produce this type of transmission in the US. The Insight's CVT transmission, for example, is painfully slow at responding to throttle input and lacks the natural feel of the CVT's found in any Nissan product that I have tested. The Insight's CVT does have a "sport" mode on the gear shifter that supposedly makes the CVT more aggressive, but I hardly noticed any difference between regular "D" and the supposedly sporty "S." If there is one positive about the Insight's CVT, it would be the top-of-the-line EX's standard paddle shifters (not available on the LX trim). While many enthusiasts will balk at such a novelty item, I found the Insight's paddle shifters to be effective: most notably on the highway where I was able get the insight's engine in an appropriate power-band quicker than the transmission was willing to do by itself. The Insight's paddle shifters allow the driver to artificially up and downshift through 7 preset gear ratios (the selected gear is indicated on the dash). Though this feature doesn't take the place of a true manual gear box by any means, the Insight's paddle shifters do come in handy for climbing up or decelerating down hills, for making passing maneuvers, and for just adding a small dose of fun to an otherwise ho-hum CVT automatic.

Handling: 7/10

Though the 2010 insight looks like it would have similar driving dynamics to its larger twin from Toyota, it behaves nothing like the Prius: neither on flat roads nor through the twisties. Though the insight isn't a vehicle that will evoke the urge to seek out twisty roads by any stretch of the imagination, the insight is more tossable through the twisties than the Prius without the alarming body roll. Much like the Civic Hybrid, the Insight provides a stiff suspension that helps keep it from wallowing around every turn in the road. I was also surprised by how stable the new Insight feels on these types of roads. Despite being fitted with skinny 175/65 15" tires, I never felt a loss of traction while driving fast through hard turns or while driving over less than smooth road surfaces. Steering feedback also ranks better than average. The Insight's steering certainly isn't sporty, but provides more feedback than anything Toyota has to offer under 25K.

On the highway: 6/10

While the Insight's taut suspension undoubtedly pays big dividends in the handling department, it doesn't do it any favors while driving over poor road surfaces. Compared to the Prius, the new Insight feels downright jarring, unable to keep even the smallest road imperfections from transmitting vibration into the cabin. To Honda's credit, however, nothing in the cabin rattles over said road imperfections.

Though the Insight offers a less than smooth ride over rough pavement, it provides a smooth driving experience once it gets out on the smooth surfaces of the interstate. The Insight's engine quiets down substantially once it reaches cruising speeds; additionally wind and general road noises are, for the most part, kept devoid from the cabin. This being the case, I was able to easily carry on a conversation with my passenger while cruising at a 65-70 MPH clip without the need to raise the decibel level of my voice. But I digress, the relative serenity of the Insight's cabin is quick to deteriorate once its engine is asked for more power, as in the case when driving over mountainous terrain. Because of the limited power on tap, virtually every breath that the Insight's engine/electric motor has is needed for climbing steep grades: there is no power on reserve. I, more than once, found myself flogging the throttle just to maintain the 70-MPH speed limit while driving over steep grades. Not only does the Insight's engine feel anemic while driving over mountainous terrain, it's nasty engine note returns in full force. As harsh as this may sound, I have not heard an engine sound as bad as the Insight's since the Hyundai Excel. I can only assume that Honda is banking that their customers will forgive such a nasty sounding and under-powered engine if they can save $2,000 over a substantially quieter Toyota Prius or Civic Hybrid.

Fuel Economy: 10/10

According to the EPA, the new Insight should get 40-MPG in the city and 43-MPG on the highway: not exactly impressive MPG numbers for a hybrid that is less powerful, lighter, and smaller than the higher MPG rated Civic Hybrid and Toyota Prius. According to the Insight's multi functional trip computer, however, I averaged just over 41 MPG with 100% city driving and 43 MPG with a mix of city and highway driving: slightly better numbers than those EPA estimates .It should be noted, though, that I didn't drive this car easy nor did I use the ECON for more than a few miles. That said, I imagine just about anyone will be able to pull off the claimed EPA numbers of 40/43 and I predict that most will be able to supercede those numbers significantly with a light right foot.

Interior

Styling/ergonomics: 4/10

Once upon a time there was a company by the name of Honda that created user friendly car interiors with easy-on-the-eyes design schemes. Fast forward to the present-day and Honda seems to be taking a similar approach to interior design that GM did back in the 1980s: employing every gimmicky design scheme possible for the sake of uniqueness. Step inside the new 2010 Insight and it quickly becomes apparent that Honda's once "We make it simple" slogan no longer applies. The Insight's dash, for example, has so much going on in the form of shapes, colors, and titanium accents that it almost hurts to look at it. It might not have been so bad had the Insight been a larger car, but all this busyness is consolidated in a very small space directly in front of the driver. Turn the Insight's key (there is no push-start feature, which is fine by me) and the Insight's 2-teier instrument cluster wakes up providing a seizure evoking display of bright colors and a multitude of different digital and analogue information displays. To the Insight's credit, though, at least Honda has given it a tachometer (Not found in the Prius) and though I am not a fan of Honda's two tier instrument cluster, at least it's logically positioned in front the driver: unlike the Prius' cluster which rests somewhere near the middle of its dash. HAVC controls are also logically placed in easy reach of the driver (though oddly positioned in a circular ring) as are most of the controls on the dash.

Quality: 5/10

With the Insight's base MSRP coming in at just under $20,000 I wasn't expecting this car to boast interior quality comparable to a high-end luxury car, however there is a certain level of quality that is expected from a car with a MSRP of $20,000. While the Insight's interior is devoid of exposed screws and the gaps between plastic panels are kept to a minimum, Honda has done some major cost cutting here. The materials used for Insight's dash and door paneling, for example, are constructed with thin inexpensive plastics and the fabric used for the door paneling feels about as plush as wallpaper. I'm not sure if Honda's blatant use of cheap materials was to save on weight, cost, or both; but any which way you slice it, the Insight's interior materials don't feel qualified to be in a car with a base price of 20 grand. The slightly more expensive Civic Hybrid and Toyota Prius offer significantly higher quality cabins in comparison.

Seating: 6/10

The Insight's front bucket seats feel much like those found in the current generation Honda Civic Coupe, so while these seats provide good upper and lower body support and are wrapped in a high quality soft cloth material, they do have their underpinnings. The most notable of these underpinnings is the lack adequate cushioning for long trips. After driving Insight for a few miles I longed for a Tempur Pedic seat cushion. Another issue that many buyers should be aware of is the odd direction of the Insight's headrests. Similar to those in the Civic Coupe, the Insight's front-seat headrests jut too far foreword, thus potentially hitting the back of a driver's head/neck. Comfort issues aside, the Insight's seats allow for an easy-to-find driving position. Thanks to 6-way manual seat adjustments and a tilt and telescoping steering column, I didn't have to fuss for long before I found a driving position that was suitable for my frame and T-Rex Ape Index.

Room/Stowage 7/10

The Honda Insight isn't a big car by any stretch, however its cabin should provide enough head and legroom for most average sized drivers and front passengers. At 5'6" tall I didn't feel any shortage of space in the front of the Insight's cabin nor did my passenger who is a rather tall 6'1". The 2009 Prius, however, feels undeniably larger than the new Insight with more headroom (both front and rear) and much more elbowroom for stretching out and relaxing. Got a big family? Go with the Prius. The rear of Insight's cabin is less impressive. While legroom is adequate and I had no problems with headroom, those over the 6' mark will likely have issues. Again, elbowroom is limited in the rear of the cabin, which leads me to believe that although the Insight is a 5-seater hatchback, in the real world it's more a 4-seater or.. a 2-adult 3-kid seater.

Stowage space isn't the best (the Prius offers more), but still ranks as excellent for this class. Inside the Insight's cabin you'll find lots of cubbies throughout, dual front and rear cup holders, a small center console (EX only) and map pockets behind both front bucket seats (EX only). Hatch storage is also good. With the seats up there is enough room for every day items, i.e. groceries, but with the 60/40 split seats folded flat (yes, they fold down unlike the Civic Hybrid), the cargo area is increased substantially.

Amenities: 5/10

The way Honda equips its Insight is a bit baffling. To explain, while Honda gives every Insight a 160 watt CD player with MP3 capabilities, automatic climate controls w/ a pollen filter, power windows and locks, automatic climate controls with a pollen filter, an alarm system and equips every Insight with safety features such as ABS brakes and front/side/side curtain air bags; Honda fails to give the base LX simple luxuries like vanity mirrors and cruise control. Since when does a 20,000-dollar car not come with cruise control or worse no vanity mirrors? I get that Honda needed to lower production costs, but would equipping the new Insight with sun visor mirrors and cruise control really have put Honda in the hole? If you want your vanity mirrors, you got to go with the EX trim level (add $1,500) which adds a number of features including vanity mirrors, a small center console with a USB port, map lights, cruise control, steering wheel mounted paddle shifters, vehicle stability control w/ traction control, an upgraded sound system, and alloy wheels. With the EX you also have the option of ordering Honda's voice recognizing navigation system (an additional $1,800) that also adds bluetooth and comes with audio/phone controls on the steering wheel. .


Price/Warranty:

The price of a 2010 Insight ranges from its affordable base price of just $19,800 to around $23,500 for a fully loaded EX with the navigation system. . At $21,300 my Insight EX was about $1,500 less than a comparably equipped Toyota Prius or Honda Civic Hybrid. It's apparent, then, that although Honda has done a million & one things to cut the price of the new Insight, it really isn't that much cheaper than its more technologically advanced, larger, and more fuel efficient rivals. I'd happily fork over the extra cash for either the 2009 Toyota Prius or the '09 Civic Hybrid. It should also be noted that Toyota will be releasing its 2010 Prius any day now, which promises to offer an even better package than the current Prius for about the same price as the current model. That said, you might just want to wait and test drive the new Prius before taking the plunge and buying a new Honda Insight. As for the warranty, Honda offers the Insight with a standard 36-month/36,000 mile bumper-bumper warranty, a 5-year/60,000 mile powertrain warranty, and an 8-year/80,000 mile warranty for its hybrid components.


Overall: 5/10

I really wanted to like Honda's new Insight, especially since its price tag is a bit less than its comparably equipped competitors. However the new Insight simply is too much of a compromise considering its only moderately discounted MSRP. The compromise list is long - The Insight's powertrain is unrefined, interior quality doesn't stack up to the interiors in either the Prius or the Civic Hybrid, the seats are uncomfortable, and if you want amenities comprable to a Base Prius, i.e. vanity mirrors you have to fork over an additional $1,500 for the EX trim level. When all is said and done the Honda Insight may be the least expensive new hybrid on the road, but it's also one of the all-around worst. If you are on the market for a new hybrid, I suggest taking a pass on the new Honda Insight. The slightly more expensive Prius and Civic Hybrid both offer significantly better packages.

-Happy Car shopping.
Amount Paid (US$): 21,300
Condition: New
Model and Options: EX CVT