AEI Asian Editor Jack Yamaguchi achieved 32.6 km/L (76.6 mpg) on the Columbus-Detroit stage of a two-day Honda Insight fuel-economy contest. Insight's IP display gives instantaneous consumption as well as total/section consumption numbers. Insight's 0.25 drag coefficient is the result of shaping in Honda's Tochigi R&D wind tunnel.

There are subtle differences between Japanese and U.S.-bound Insights. The Japanese version's gasoline engine produces 52 kW (70 hp) at 5700 rpm and 92 N•m (68 lb•ft) at 4800 rpm. The assisting dc permanent magnet motor is rated at 10 kW (13 hp) at 3000 rpm and 40 N•m (30 lb•ft) at 1000 rpm. For the U.S., the engine's output is quoted at 67 hp (50 kW) at 5700 rpm, and the combined engine and IMA (integral motor assist) 73 hp (54 kW) at the same rpm. The Japanese Insight is available with a five-speed manual transmission and the Hondamatic CVT, whereas the U.S. model comes with the manual gearbox only. Internal gear ratios are slightly different. The Japanese model has a lower third gear of 1.166:1, versus the U.S. and European models' 1.096:1. The Japanese manual model has a final drive ratio of 3.3891:1, vs. the U.S./European models' taller 3.208:1. In fact, the European Insight attains its top speed of 180 km/h (112.5 mph) in third gear, at which velocity the IMA intervenes, acting as a speed-governor and regenerator, holding speed and charging the nickel/metal-hydride battery pack.

Honda introduced the Insight at the Frankfurt Motor Show and to the U.S. press and government officials in September. After the Washington, D.C., introduction, six Insights were brought to the Transport Research Center near Columbus, OH—the American home of Honda Manufacturing and R&D—where press members participated in two days of economy runs. The first was on the TRC's 12-km (7.5-mi) oval, where each "contestant" ran four laps. No minimum or maximum speed limit was set, and the car carried the driver and 1/3-full fuel tank. The first day brought heavy rain and gale-force winds, nearly blowing away a tent that shielded the support crew from the elements. The winner of this event attained 45 km/L (105.9 mpg) travelling at an easy pace of 48-56 km/h (30-35 mph).

The weather relented the following day, when four of the cars headed for Detroit. Arriving late the previous day in Columbus, I joined the race for this second stage. This time, each car had two crew members, and the 40-L (11-gal) tank was half full. In this 310-km (194-mi) trip, both average fuel consumption and average speed added up to the result. The first 64 km (40 mi) had about 10 traffic lights. The lucky sailed through, while the not-so-lucky had to stop a few to several times. Then freeways all the way to Motown, except for a few traffic lights at the end. My performance did not count in the results, as I was only half a contender, missing the TRC session. And I had a flight to catch back to Japan in the afternoon, so more or less I drove gently but normally, averaging 95 km/h (59 mph) during the trip. Considering the circumstances, AEI's (32.6 km/L) 76.6 mpg was quite good, or so I thought. It put our Insight third in the Columbus-Detroit run, but so far behind the winning team of Car & Driver, piloted by Don Schroeder, which achieved an incredible 51.7 km/L (121.7 mpg) at an average speed of 93 km/h (58 mph)! Second place went to the Popular Mechanics car, which recorded 35.5 km/L (83.4 mpg) at 95 km/h (59 mph).

It was later revealed that the Car & Driver team had prepared well, arranging for an SUV fitted wtih a huge air-dam to pull the little Insight in its draft! It was an overwhelming victory using strategy and material resources.

Jack Yamaguchi