Honda isn't trying very hard to hide that its new Insight hybrid is a knockoff of the better-selling Toyota Prius. It has virtually stolen its styling, meaning the two hybrids are easily confused on the road.
Both cars have the same split look to their rear hatch and swoopy lines. But the Honda looks a little more trim and stretched, while the Prius looks a bit taller and more rounded in back.
Both are nice, utilitarian cars that get tremendous gas mileage. I got a commendable 45 mpg in a solid mix of city and highway driving in the Honda while I managed 48.8 mpg in the Prius I tested last year. The EPA rates the Honda at 40 mpg city and 43 highway, and the Toyota at 51 mpg city and 48 highway.
The Toyota has more power, is about 3 inches longer and rides on a 106.3-inch wheelbase, six inches more than the Honda. It also weighs less.
But the Honda handles better; its independent front suspension and power-assisted steering provide a more precise feel along with heavier steering feedback. In that way, the Honda feels more substantial. But the Toyota, with its longer wheelbase, delivers a much better ride. The Honda's ride is stiff and can become choppy on city streets.
The power edge goes to the Prius. The Honda is slow away from stop lights whether in its ECO or normal mode. ECO saves the most energy, but also has the nasty habit of turning off not only the engine and electric motor when you stop at a traffic light, but also the air conditioning. Long lights can become uncomfortable on hot days.
Leave the ECO off and you still get some fan action to keep the car from getting too warm when you've stopped.
The Honda 1.3-liter iVTEC 4-cylinder engine delivers 98 hp and links to the hybrid electric motor. But it's not as smooth as Toyota's system. The car was a bit jerky when I let off the gas to coast to a stoplight, or when I decelerated for a turn in town. The continuously variable transmission and engine deliver more of a growl, too, as you try to accelerate hard to keep up with traffic pulling away from a stoplight.
The Toyota's 1.8-liter 4-cylinder engine creates 134 horsepower.
Honda delivers a stability assist system and uses disc brakes up front and drums in back, while the Prius comes with 4-wheel discs.
Inside, I prefer the Honda's gauge cluster, which is more what you'd expect in most cars, not as distracting as all the gauges and lights on the Prius.
Honda cleverly uses a blue or green glow behind the digital speedometer to let you know if you're driving is more eco-friendly or not. When the assist system is working, there's a green glow, and when the gas engine is working, the speedometer glows blue. However, the Honda's plastic feels and looks rather cheap on the doors, console and lower dash.
Insight's interior seemed quieter. There is more of a road rumble in the Prius, which could grow tiring on longer jaunts. Seating is comfortable in the Honda, as it was in the Prius, with flat to mildly contoured seats. Rear seats are firm, but fairly comfortable.
Getting in and out of the Insight is good and visibility is excellent. As in the Prius, that rear hatch with its panel across the back that seems to split it, is good for blocking the lights of cars driving behind you at night, so you don't end up with a lot of light in your rearview mirror.
Cargo room is good, 15.9 cubic feet with the rear seat in place and 31.5 cubic feet with the rear seat down. The Prius also has good cargo space, with 22 cubic feet behind the rear seat.
Inside there are easy to use climate controls, and the radio buttons and knobs were fine. Glove box size is moderate and there are two cup holders and a small storage area in front of the shifter. Insight also has a tilt/telescope steering wheel with cruise control on the hub and two small paddle shifters.
The base test car started at $21,300 and adding $750 for delivery to hit $22,050. An Insight LX is the lowest priced model, starting at $19,800 while an EX with navigation goes for $23,100.
The Prius II I tested earlier starts at $22,800 and there are several other models up to $28,070.
