2005 Honda Insight Review

Specifications

Batteries Included

There is a growing concern about the state of the world today, and its been reflected in the modern automobile. Technologically speaking, were miles away from yesteryear when cubic inches and leaded gasoline reigned supreme, but the end is nigh. For a while in the early 90s, electrical power looked to be the answer to our automotive related environmental concerns, but for its nonexistent tailpipe emissions, drivers paid the price with limited range and the problem of recharging. Honda noted the benefits of electrical power, however, and cleverly found a way to harness it to assist a regular gasoline engine, and thus, the first hybrid was born.

The Insight was the first vehicle to debut Hondas IMA system, which combines a lean and green gasoline engine with a small electric motor, battery pack and a neat little high-power starter. This is one toy where the batteries are included!

If I said the gas-powered side of the Insights IMA system was average, or boring, Id be lying - the whole system from tip to tail is full of clever economy-boosting tricks, some of which manage to humble the knowledge gained while obtaining my recently acquired IB Chemistry diploma. The gas portion of this two-part equation consists of North Americas lightest engine; a tiny, 124 pound, 1.0-liter SOHC 12-valve inline three, which was destined from the first pen stroke on blueprint to be all about fuel efficiency. The Power of Dreams - or perhaps a severe overdose of gung-ho in Hondas R&D department has resulted in the use of aluminum for the block, the worlds first one-piece head and exhaust manifold, lightweight connecting rods, and plenty of low-friction parts to conserve energy. Racing technology benefiting a two-seat hybrid? Whod have figured? But wait, theres more…

What would a Honda engine be without VTEC? It wouldnt be as efficient, for one, particularly if were talking about VTEC-E, the latest spin on Hondas globally famous variable valve timing, in this case with a focus on economy over pure performance. Not surprisingly, the tiny triple runs on an extra-lean fuel to air mixture (of up to 25:1), thanks to a new air-fuel sensor, a rate thats nearly as high as direct-injection gasoline engines. To cope with emissions problems of running extra lean mixtures, Honda has come up with a very advanced catalytic converter, which captures the excess oxygen-rich exhaust wastes (NOx, etc.) when the car runs its lean cycle. Its then released during richer cycles to form less harmful emissions, thus retaining Hondas image as a super-green automobile manufacturer. Beyond 3,500 rpm - the upper bound of the super-lean running fuel to air mixture - the VTEC-E opens the second set of valves to create additional power for when the pedal hits the metal. On its own, the gasoline engine makes 67-horsepower and 66 lb-ft of torque, which is about on par with other inline-three engines sold elsewhere in the world.

Pop the ultra light, and oddly flexible hood open and youll find the above-mentioned inline-three. The only indicator that theres anything out of the ordinary happening are some bright orange cords, a toy-sized battery and of course the silver and black IMA badge. Try as you like, you wont get a glimpse of the inner workings of the electrical components as Honda has chosen to stick the 22 pound DC Brushless electric motor in between the engine and transmission. Rated at 10 Kw, its the least powerful electric motor which Honda offers in a Hybrid powered vehicle, but considering the Insights a featherweight, the 13-horsepower and 36 lb-ft of torque is more than plenty.

When called upon, the electric motor instantly and seamlessly kicks in, providing a constant electrical surge, made known to the driver only by a visual display on the dashboard. Unlike a turbo or supercharger, the electric motors presence is nearly invisible - theres no whine or odd vibrations - you just go. Since the gasoline and electric motors have different peak power ratings, Honda has rated the Insight at 73-horsepower and 91 lb-ft of torque, which surprisingly is enough to spin the tires in first gear, leaving metre-long bicycle-sized treads on the ground, which are bound to confuse those who pay attention to skid marks on the street.

Power for the electrical components comes from a series of nickel-metal hydride batteries that make a total of 144 volts and have an output of 6.5 amp-hours. The figures get a little more impressive when you consider that this power source weighs just 48 pounds and neatly fits into a 12 by 16 inch space, out of sight and out of mind behind the front seats. Yet, the fact that impresses most people is that the Insights electrical half is self-sustaining - you dont need to plug it in.

Rather than letting the power generated by the gasoline engine or the friction and heat from the brakes go to waste, the IMA works as a generator to recapture a portion of that energy. Without being told, and more importantly, felt, the IMAs recharging function routes a trickle of energy back to the batteries, keeping the system juiced. I wasnt able to deplete the batteries during my week-long test, but should this happen to you IMA will feed off the gasoline engine to recharge its batteries.

While my citys main arteries arent as clogged as the throughways of the Americas largest cities, or rush hour in Tokyo, you wont need to experience these to appreciate the advantages of the Insights Idle Stop feature, one of the key components of the IMA system. With anchors on, and speed close to a halt, the system cuts power to the engine, provided that the clutch pedal is depressed or the car is in neutral. Theres no sputtering, lurching or stalling, just an eerie silence of muted surroundings, and a blinking green light which vibrantly indicates negative RPMs on the tach. All functions of the car - the fan, stereo, and electrically-assisted steering continue to function while Idle Stop is in place. Release the clutch while the vehicle is in gear, or shift the stubby lever into first, and the electric motor instantly whizzes the engine back to life - quicker than you can release the clutch pedal. The only glitch with the system is that it wont work if the battery is more than three-quarters drained, if the A/C isnt on “ECON” economy mode, and its a mixed bag in stop and go traffic; sometimes the system kicks in and sometimes… not.

From there, power is routed through what might be the only ordinary component in the car, a five-speed manual gearbox. But appearances may be deceiving, as behind the Civic shift knobs longish throws and typical Honda precision, are exorbitantly tall gear ratios. Second gear, for example is good for over 70 mph, while the cars meager 107 mph top speed can be reached in third, fourth and fifth at which point the electrical assist and weed-eater motor no longer provide enough thrust to combat drag. In-gear acceleration isnt exactly speedy, but the additional torque the DC Brushless motor helps.

Time spent in traffic becomes enjoyable, nipping in and out spaces between cars, while on free-flowing highways, theres still enough juice to pass with ease. If shifting your own gears doesnt sound enjoyable in such traffic, theres always the option of an “Automatic” CVT gearbox. But the fact that my tester included the manual made for a little more fun behind the wheel, and the cachet that its the only hybrid car currently in production with a manual gearbox, and for that matter the only hybrid sports coupe, holds a unique value all its own.

According to Honda, the Insight, with all its advanced fuel-saving gadgetry, should consume an average of 61 mpg in the city, and 71 mpg on the highway, which calculates to a range of roughly 775 milies per tank. While my conservative driving style is usually able to best the governments averages, I simply couldnt match them this time around. Tried as I did, I can conclude that the only possible way of achieving figures this low is down hill with a tailwind. But when driven like the average consumer, the returns are still respectable; I managed 52 mpg, with the A/C on full blast and plenty of city driving. Its well off the mark of the suggested economy, but a huge savings over even the most economical gasoline or diesel-powered cars.

The thing that strikes most people as odd, if it occurs to them regarding the Insights interior is that its completely opposite of the typical hybrid cabin. Because of its low-drag, teardrop shape, you slide down into the cockpit rather than climbing in, much the same way as youd hop into a sports car. You also sit as if youre in a sports car with arms and legs outstretched and all the major controls intuitively positioned and well within reach. Driver and passenger sit in one-piece mesh-weave buckets that have thin, flat cushions which are more comfortable than they look. Theres not much to the simple dashboard, or console for that matter, which has been seriously downsized from anything Honda has produced before or since to fit into this narrow car. The two separated units include a slim CD-stereo system, above which rests the digital automatic climate control. Both devices have a strange deficiency of buttons, which might leave the user puzzled at first, but the controls for each can be easily deciphered.

Of the many curious passengers I had during the week, most had no clue that they were riding in a hybrid without being told. Unlike electrically-assisted Toyotas or Fords, there is no gargantuan LCD display with information about the inner workings of the electrical propulsion system to bombard and distract you. With the Insight, all the info is contained in a nice digitized instrument cluster. Center stage goes to the digital speedometer, which reads in oversized orange numerals, as well as the fuel consumption display which has the capability to keep tabs on your driving habits. To either side are digital rotary gauges, including the tach, engine temperature and of course fuel and battery metres. Though there is no attention grabbing display, drivers are kept in the loop about the inner workings of IMA by a gauge showing when the system is charging or providing power, and by how much. Its a bit much to take in all at once, given the systems 80s Tandy-style green and amber colour scheme, but you soon grow used to it.

With only two seats, and a massive, sloping rear hatchback, the Insight is a reasonably practical vehicle, as far a city cars go. Theres a tiny wedge of space behind the front seats, with just about enough room to stow a few magazines or a thin briefcase, but duffel bags, laptops and suitcases must ride atop the Insights high but flat trunk floor, under a latch-down cargo net. Total cargo room is a respectable 16.3 cubic feet. Should you need even more space, or have goods to stow away from prying eyes, the floor flips up to reveal a cooler-sized bin - a clever alternative to a sliding cargo cover, and it holds a whopping 2.0 cubic feet of stuff. But be careful about how much you bring on board as the Insight is no camel; its slender frame struggles to haul the weight of anything more than two above average occupants and a suitcase or two.

While most Insight owners will get the thumbs up for the remarkable IMA system, few will give kudos to one of its other highly impressive features, its body. It may look relatively conventional, but the Insight is made of the same exotic materials as Hondas mid-engined NSX. Rigid, six-sided aluminum extrusions form the main supports for the frames, which are then linked together by means of strong die-cast joints. The advantages for using aluminum are beneficial to the Honda with the highest performance potential for the same reasons - strength without excessive weight. The Insights bare body weighs in at just 330 pounds, which amounts to a 40 percent weight savings over an equivalent steel frame. The only giveaways to its construction is a surreal lightness to the doors, and the tinny noise they make upon shutting them, but despite this the Insight is solid, much like any Civic or Accord.

Staking its claim as the first hybrid vehicle to be sold in North America, the Insight remains one of the quirkier looking cars on the road, refusing to blend in and disappear like its Civic and Accord Hybrid siblings. Its a clear-cut case of form follows function - the Insights purpose is to cheat drag, and as such, styling takes a back seat. The front is standard Honda fare with inoffensive, googly headlights, but things start to get odd with the scalloped front fenders, covered rear wheel wells and a hatchback that tapers inward at each edge. Its all in the name of aerodynamics, though, and the Insight delivers, slipping through the air with a Cd of just 0.25. Together with the IMA system, and a flat undertray, the Insight requires 30 percent less fuel to operate at highway speeds than the average economy car.

After five years, the Insight still manages to garner a lot of attention on the road, partially because of its left-of-centre styling, and partly because its sales movement is glacial. Most of the prolonged gazes come more often than not from drivers of jumbo-sized XXXL sport utility vehicles. Could they be wondering how much extra money would be left in their wallets after a trade-over to the infinitely more efficient Insight, or merely what would happen to one if they just happened to drive over it?

The heavy focus on economy has left its mark on the way that the Insight drives. Its truly quirky styling with inwards-tapered tail makes for a rear track thats actually narrower than the front - the reverse of the norm, and the only production car that I know of off hand with this trait. The Insights suspension has also gone under weight-watching scrutiny; complex multi-link suspensions and double wishbones have been ousted for a very basic suspension system which consists of McPherson struts in front, and a plain torsion beam axle in rear, while springs and dampers are tuned for stiffness, made worse by rather hard, narrow low-rolling resistance tires. Steering is conducted through electrical power steering, which has a reputation to mask all steering feel from the driver. It all adds up to being a vehicle that sounds about as fun to drive as a shopping cart.

In all actuality, mind you, the Insight is an entertaining vehicle to pilot. With its low weight and short wheelbase, this tiny Honda is as nimble as they come, further helped by the steering systems near weightlessness and lack of resistance. Within the confines of the city, the Insight is good deal of fun, zipping in and out of cars in traffic, but it is not afraid to venture outside of the urban territory. On twisty, winding roads, the Insight follows the road accurately, but beyond posted speed limits it becomes a challenge to set the car up for corners. With softer tuning in the rear end suspension, a narrower rear track, and those 165/65 SR 14 low-rolling resistance tires, the Insight has uninspiring cornering limits, which can leave even the most seasoned enthusiasts spellbound at its ability to slip between low-speed understeer and oversteer. The standard fit tires, comparable in width and grip as a space-saver spare tire tramline on grooved pavement, making the nose twitch like a hyperactive puppy. Needless to say, keeping the Insight in a straight line without constant adjustment can only be done on mirror smooth asphalt.

Other traits worth noting about the Insight include the cars ride, which is quite comfortable. Instead of crashing or transmitting bumps, the Insight cheerfully bounces along without any significant reduction in comfort. This first-generation hybrid Honda is also slightly louder than the typical economy car at speed, although this can be traced to its thin skin, and a general lack of sound deadening insulation.

At $19,330, the Honda Insight gasoline electric hybrid comes without air conditioning. With air added, as in my tester, the price jumps to $20,530, with the only other option being the CVT transmission for a total of $21,530. Aside from a handful of dealership accessory add-ons, thats it. Its expensive for a two-seat subcompact vehicle, but at the same time its the cheapest hybrid currently on the market; quite a bit easier on the wallet than Hondas four-door Civic Hybrid, and even more of a savings compared to Toyotas jellybean shaped Prius. While you may be paying more for the Insight than the average vehicle, the technology incorporated into its design, from the lightweight aluminum frame to the first-generation electric motor still means that Honda is making a loss on every vehicle sold. However, your ticket does come with all the goodies you need - automatic air conditioning, keyless entry, a CD stereo system, ABS brakes and a five year, 60,000 mile comprehensive warranty, which would include replacement of the costly hybrid batteries if needed.

While the Insight isnt exactly the freshest news as far as gasoline-electric hybrid vehicles go, its a landmark in its field and in the five years that hybrids have been on the market, its the only on that features two-doors, two-seats, and a manual transmission. The advanced technologies it introduced, such as Idle Stop and the high speed starter, have become standard on other gasoline-electric hybrids, plus a few non-hybrid vehicles as well. The research and development path that Honda followed with the Insight also helped to spawn the Civic and Accord hybrids.

During my week long test with the Insight, I realized that to own a hybrid does not mean that one has to make too many compromises, although its the kind of car that you drive if you want people to know youre doing your part to save the environment, bit by bit. In any case, the Insight was the first drop in the pond, which in its time has rippled into a wave of efficient and clean energy.