Honda: e News
07-04-2019, 09:43 AM
#1
Race Director
Thread Starter
Honda: e News
We’ve been waiting a long time for this. When the Honda Urban EV concept debuted at the 2017 Frankfurt Motor Show, it was met with critical acclaim from media enamored by its adorable looks and promise of small, characterful all-electric driving. Production confirmation quickly followed the debut, and while the mass-made version was never likely to be as artisan as the concept, the final car that debuted at the 2019 Geneva Motor Show still made us happy.
Honestly, it still looks like a concept car. Honda’s simple, “quiet” design successfully hides the bits that clutter normal cars. Concealed windshield wipers are one thing, but designers cleverly disguised all the driver-assist systems behind the black nose panel. The door handles are retractable and there are no door mirrors. By using a rear-view camera system instead, Honda adds to the E’s futuristic appearance and charm.
This is a small car, barely 12 feet 7 inches long. The design intentionally references the 1970s Honda Civic. But those headlights, more like puppy-dog eyes are charmingly endearing. No wonder our hearts melted.
Time to toughen up and concentrate on the serious assessment. But not before being wooed by the characterful cabin(Editor’s Note: Honda didn’t provide images of the cabin, citing the unfinished components.), complete with retro 1970s-style wood-effect trim, an oversized two-spoke steering wheel, modern upholstery, and brown seatbelts. You sit high, on firmly supportive, premium-feeling seats, and enjoy fantastic visibility. With no door mirrors, it feels like you have a 180-degree view of the road ahead.
The cameras feed two monitors on either side of the central infotainment screens. There’s a familiar EV readout ahead of the driver, and more comprehensive touchscreens in the center. It all looks modern and impressive – here’s hoping it’s a quantum leap on Honda’s rather sub-par setups it installs in its cars today.
The boot has a high floor because, yes, the motor is mounted beneath it. A 35.5-kilowatt-hour lithium-ion battery pack sits low within the bespoke EV platform, so it takes up as little space as possible. Hitmoi-san explains that this is how you optimize an electric car: rear-wheel drive for traction and batteries down low for a beneficial center of gravity.
Once behind the wheel, we press the button for “drive” and nail the throttle, startling the Japanese engineer riding shotgun. It feels good – 62 miles per hour arrives in around eight seconds, per Honda. That’s not quite as, ahem, electric as a Tesla, but it’s plenty nippy. You can deploy more of the torque more of the time though, without having to worry about steering fight or traction control hysteresis.
It goes without saying that the Honda E Prototype is quiet, all electric cars are, and spookily so at low speeds. This one is particularly peaceful though, with little motor whine (sticking it out back helps here) and very good isolation from outside noises, even during the few seconds I managed to reach 50 mph. I drove it during a European heatwave and the temperature gauge was reading high 90s, yet even the climate control was hushed.
Another highlight is the EV’s ride quality. It’s always hard to fully judge this on test tracks, but subtly going off course (to just a hint of a quizzical look from the engineer) didn’t generate any drama. The overall absorbency seemed very plush and cushioned, with a relaxing roll-along feel that matches the Honda E Prototype’s friendly appearance.
The E did lean a bit in corners (you can see that from the images), but the low center of gravity means it never feels top-heavy. The E is sure-footed and stable throughout, even after umpteen laps of the course, by which time we’d found a rhythm and invariably started to focus on driving as quickly as possible.
But perhaps the most eye-opening experience when driving the Honda E Prototype comes at 2 mph. The fully-optimized EV platform allowed the engineering team to give it an incredible turning circle of just 14 feet 1 inch. In other words, barely longer than the length of the little Honda itself.
Experiencing this for the first time is incredible. We can wind on more and more lockending up quite dizzy after so many super-tight turns.
“We wanted to make the world’s best urban EV,” said Hitomi-san later. “We knew we had to make the turning radius as small as possible.”
And then, to our patient chaperone’s relief, time was up. We rolled back to base, surprised at just what a pleasant and satisfying car the Honda E Prototype seems to be. Honda makes no bones about it: prices will be premium, with rumors pointing to much as 40,000 euros ($45,000). But if ever a small EV felt worth it – felt like the “iPhone of electric cars” Honda is targeting– it’s this.
There’s just one more barrier to overcome: range. In a world where 300 miles is becoming the norm for electric cars, the Honda E looks like it will offer just 124 milesHitomi-san insists Honda has made the right call with that distance, though. This is a city car with clear benefits and advantages as a result.
Give the batteries more range and you make the car and the price bigger, or the car lower quality. Longer-range Hondas will follow, as will larger ones and less feature-packed ones. For now, this is how Honda is staking its place in the world of EVs.
As we jump out, Hitomi-san looks on from indoors. He clocks our beaming grin; he’s smiling too. He may well have created the feel-good car of the moment. Let the debate rage about price and range, because we’re just looking forward to getting back into a Honda E.
Hurry back to Japan, Hitomi-san, and get them rolling off the production lines. Because you might just have a little hit on your hands.
OUTPUT148 Horsepower / 221 Pound-Feet
DRIVE TYPERear-Wheel Drive
BATTERY35.5 kWh
SPEED 0-62 MPH8.0 seconds (est)
MAXIMUM SPEEDT.B.D.
EV RANGE124 Miles (est)
BASE PRICE$45,000 (est)
And now, we’re back in Frankfurt to drive it. Okay, so it’s actually a prototype, shipped from Japan after some convincing fromHondaEurope. The vehicle’s project leader, Kohei Hitomi, tagged along to witness a ham-fisted batch of journalists set out in 20-minute sessions on a tight artificial course.. But while it’s officially called a “Prototype,” there’s not much here that isn’t production-ready. The remaining bits, Honda says, are mainly cosmetic (dash plastics, infotainment and so on).
Honestly, it still looks like a concept car. Honda’s simple, “quiet” design successfully hides the bits that clutter normal cars. Concealed windshield wipers are one thing, but designers cleverly disguised all the driver-assist systems behind the black nose panel. The door handles are retractable and there are no door mirrors. By using a rear-view camera system instead, Honda adds to the E’s futuristic appearance and charm.
This is a small car, barely 12 feet 7 inches long. The design intentionally references the 1970s Honda Civic. But those headlights, more like puppy-dog eyes are charmingly endearing. No wonder our hearts melted.
Time to toughen up and concentrate on the serious assessment. But not before being wooed by the characterful cabin(Editor’s Note: Honda didn’t provide images of the cabin, citing the unfinished components.), complete with retro 1970s-style wood-effect trim, an oversized two-spoke steering wheel, modern upholstery, and brown seatbelts. You sit high, on firmly supportive, premium-feeling seats, and enjoy fantastic visibility. With no door mirrors, it feels like you have a 180-degree view of the road ahead.
The cameras feed two monitors on either side of the central infotainment screens. There’s a familiar EV readout ahead of the driver, and more comprehensive touchscreens in the center. It all looks modern and impressive – here’s hoping it’s a quantum leap on Honda’s rather sub-par setups it installs in its cars today.
You sit high, on firmly supportive, premium-feeling seats, and enjoy fantastic visibility.
Those in the front step in through massive door openings – it’s genuinely a walk-in car. Rear-seat passengers pay the price, though, because access is much tighter. Once in the back, there’s enough space for adults on the soft bench, but it’s still a squeeze.. The trunk is tiny, too – a tacit admission of this shortcoming is the easy-use handle on the center of the rear bench seat. Flip it, and the seat folds flat for a much more cavernous luggage space.The boot has a high floor because, yes, the motor is mounted beneath it. A 35.5-kilowatt-hour lithium-ion battery pack sits low within the bespoke EV platform, so it takes up as little space as possible. Hitmoi-san explains that this is how you optimize an electric car: rear-wheel drive for traction and batteries down low for a beneficial center of gravity.
Once behind the wheel, we press the button for “drive” and nail the throttle, startling the Japanese engineer riding shotgun. It feels good – 62 miles per hour arrives in around eight seconds, per Honda. That’s not quite as, ahem, electric as a Tesla, but it’s plenty nippy. You can deploy more of the torque more of the time though, without having to worry about steering fight or traction control hysteresis.
It goes without saying that the Honda E Prototype is quiet, all electric cars are, and spookily so at low speeds. This one is particularly peaceful though, with little motor whine (sticking it out back helps here) and very good isolation from outside noises, even during the few seconds I managed to reach 50 mph. I drove it during a European heatwave and the temperature gauge was reading high 90s, yet even the climate control was hushed.
Another highlight is the EV’s ride quality. It’s always hard to fully judge this on test tracks, but subtly going off course (to just a hint of a quizzical look from the engineer) didn’t generate any drama. The overall absorbency seemed very plush and cushioned, with a relaxing roll-along feel that matches the Honda E Prototype’s friendly appearance.
The E did lean a bit in corners (you can see that from the images), but the low center of gravity means it never feels top-heavy. The E is sure-footed and stable throughout, even after umpteen laps of the course, by which time we’d found a rhythm and invariably started to focus on driving as quickly as possible.
But perhaps the most eye-opening experience when driving the Honda E Prototype comes at 2 mph. The fully-optimized EV platform allowed the engineering team to give it an incredible turning circle of just 14 feet 1 inch. In other words, barely longer than the length of the little Honda itself.
Experiencing this for the first time is incredible. We can wind on more and more lockending up quite dizzy after so many super-tight turns.
“We wanted to make the world’s best urban EV,” said Hitomi-san later. “We knew we had to make the turning radius as small as possible.”
And then, to our patient chaperone’s relief, time was up. We rolled back to base, surprised at just what a pleasant and satisfying car the Honda E Prototype seems to be. Honda makes no bones about it: prices will be premium, with rumors pointing to much as 40,000 euros ($45,000). But if ever a small EV felt worth it – felt like the “iPhone of electric cars” Honda is targeting– it’s this.
There’s just one more barrier to overcome: range. In a world where 300 miles is becoming the norm for electric cars, the Honda E looks like it will offer just 124 milesHitomi-san insists Honda has made the right call with that distance, though. This is a city car with clear benefits and advantages as a result.
Give the batteries more range and you make the car and the price bigger, or the car lower quality. Longer-range Hondas will follow, as will larger ones and less feature-packed ones. For now, this is how Honda is staking its place in the world of EVs.
As we jump out, Hitomi-san looks on from indoors. He clocks our beaming grin; he’s smiling too. He may well have created the feel-good car of the moment. Let the debate rage about price and range, because we’re just looking forward to getting back into a Honda E.
Hurry back to Japan, Hitomi-san, and get them rolling off the production lines. Because you might just have a little hit on your hands.
2020 Honda E Prototype
ENGINEAsynchronous Electric MotorOUTPUT148 Horsepower / 221 Pound-Feet
DRIVE TYPERear-Wheel Drive
BATTERY35.5 kWh
SPEED 0-62 MPH8.0 seconds (est)
MAXIMUM SPEEDT.B.D.
EV RANGE124 Miles (est)
BASE PRICE$45,000 (est)
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internalaudit (10-26-2019)
07-04-2019, 09:47 AM
#2
Race Director
Thread Starter
Honda, once the epitome of spunky and unconventional automotive innovation, has flailed about for years trying to get the green formula right. The original Insight was a lovely but exceedingly specialized vehicle, but subsequent misfires let other companies seize the initiative. Toyota locked down the conventional hybrid space, Tesla made EVs luxurious objects of desire. In America, we look at the bizarre Clarity EV’s range and purse our lips with disapproval, wondering if the company simply doesn’t have the vision it needs to take leadership in the green space.
And then, we saw the Honda E Prototype. It’s a pat and overused phrase, but everything did change.
The little EV hatchback debuted at the Tokyo Motor Show … and what we saw there is pretty much exactly what Honda is going to sell, concept car touches and all. Saying it looks fresh doesn’t do the E justice. It manages to fuse an innate desirability with the easy, approachable, charismatic charm of the iconic Hondas of the past. And while it has that retro appeal, it isn’t a retro design. It’s more that it reinterprets the things that made classic Hondas so friendly and warm, without blatantly copying them.
In that vein, the dashboard is a lovely, flat, minimalistic sweep of horizontal woodgrain with an underslung black plastic component housing the vents and center console, which is an homage to the low, flat dashboards of classic Hondas. But rising vertically out of it is a monolithic band of screens, housing the side-camera displays, infotainment, and gauges. There’s an echo of third-generation Prelude, but it’s more bleeding edge than retro-futurism.
We’re visual creatures, so the fact that the Honda E made this sort of first impression is incredibly important. The Honda E tells you a short story about what it is the second you lay eyes on it. The sales pitch is instantaneous: it’s an EV that you are welcome to desire.
Think about it, and that makes the Honda E stand out quite a bit. EVs are typically purchases that require a lot of rationalization, not an instant emotional investment. You’ll look at a spreadsheet rather than a pair of friendly, starkly round headlights. How long does the E take to charge? I’m not sure, I’m still taking it the cheeky black panel between the taillights, the camera nubs that replace conventional side mirrors, the similarly futuristic interior. Sure, anyone would look at the numbers eventually – our contemporary EV reality demands it, since there are stark limitations – but the E uniquely invites you to enjoy its friendly shape, its inviting styling.
Its closest analog in the EV world might be the Fiat 500e, an undoubtedly charming shape but one that it shared with the more successful internal-combustion 500. So it wasn’t novel, it wasn’t unique, and it was also a straight retro design play. The difference is what makes the E so fresh, and so appealing to folks like us, interested in EVs but generally uninspired by contemporary offerings.
And yes, I am an enthusiast (and also an EV owner – you can read more about that here). Most of us are, in this industry. Things that aren’t sold here – and the Honda E, it seems, won’t be – carry a seductive appeal. What’s forbidden is enticing. But I’d argue that what makes the Honda E truly enticing is its natural appeal, not its scarcity.
Around the office, most Autoblog editors would like to see the E sold in America, although that might not be likely. “We need more stylish EVs,” says West Coast Editor James Riswick. “Most EVs are dork-mobiles.”
Even the practical limitations seem a low bar for the E to cross. Honda is not interested in a longer-range or larger E, which would undoubtedly increase its appeal to Americans, because the company believes “a range of more than 200 km with charging up to 80 percent in 30 minutes is practical for daily usage — not always carrying a huge and heavy battery around for maybe that one time at the end of the week where you have to drive a long distance.” In other words, the E is sized precisely for how its likely customers will actually use it. As Riswick puts it, “we live in cities where people are already driving 115-mile Leafs around.”
Indeed, Associate Editor Zac Palmer thinks the range issue is more about perception than anything else. “When all we could manage was around 100 miles in a BMW i3, that seemed sorta pitiful and useless,” he says. “But then looking at it in this light, that 100-125 miles of range doesn’t feel all that bad anymore.”
Consumer Editor Jeremy Korzeniewski adds, “Hauling around more than 200 miles worth of batteries will be silly once there’s a proper infrastructure with fast-charging capability.”
There are some notable dissenters. Associate Editor Joel Stocksdale thinks the E Prototype is “stylish and charming, and [likely] better to drive than basically every other short range EV available,” but worries that it wouldn’t suit Honda in America to reset its green vehicle leadership. He thinks a more traditional halo car might do the trick. The Sports EV concept, perhaps, or a reborn and electrified S2000. He did allow that the E would make a good partner for a production Sports EV, a sort of one-two punch from Honda targeting enthusiasts and urban commuters with a single electrified sub-brand.
While longing for the Honda E in America might be futile – Honda’s project manager for EVs, Kohei Hitomi, told CarBuzzthat it could be homologated for sale in North America but that the company has “other plans” – thinking about why the E made such a deep impression on us is useful. Mainstream American consumers aren’t buying EVs in significant volumes yet, but the E helps us think about how the segment might break down those barriers. Practical considerations like size, range and charging infrastructure certainly matter a lot. But the E shows us the intangibles that could help this segment make inroads in the meantime.
That said, Honda is going to follow demand. While the critical response has been good, actual consumer demand percolating up could change Honda’s tune on the E itself. We’re not suggesting you write a letter to Honda’s corporate offices, but then again, could it hurt?
https://www.autoblog.com/2019/07/03/...erica-opinion/
And then, we saw the Honda E Prototype. It’s a pat and overused phrase, but everything did change.
The little EV hatchback debuted at the Tokyo Motor Show … and what we saw there is pretty much exactly what Honda is going to sell, concept car touches and all. Saying it looks fresh doesn’t do the E justice. It manages to fuse an innate desirability with the easy, approachable, charismatic charm of the iconic Hondas of the past. And while it has that retro appeal, it isn’t a retro design. It’s more that it reinterprets the things that made classic Hondas so friendly and warm, without blatantly copying them.
In that vein, the dashboard is a lovely, flat, minimalistic sweep of horizontal woodgrain with an underslung black plastic component housing the vents and center console, which is an homage to the low, flat dashboards of classic Hondas. But rising vertically out of it is a monolithic band of screens, housing the side-camera displays, infotainment, and gauges. There’s an echo of third-generation Prelude, but it’s more bleeding edge than retro-futurism.
We’re visual creatures, so the fact that the Honda E made this sort of first impression is incredibly important. The Honda E tells you a short story about what it is the second you lay eyes on it. The sales pitch is instantaneous: it’s an EV that you are welcome to desire.
Think about it, and that makes the Honda E stand out quite a bit. EVs are typically purchases that require a lot of rationalization, not an instant emotional investment. You’ll look at a spreadsheet rather than a pair of friendly, starkly round headlights. How long does the E take to charge? I’m not sure, I’m still taking it the cheeky black panel between the taillights, the camera nubs that replace conventional side mirrors, the similarly futuristic interior. Sure, anyone would look at the numbers eventually – our contemporary EV reality demands it, since there are stark limitations – but the E uniquely invites you to enjoy its friendly shape, its inviting styling.
Its closest analog in the EV world might be the Fiat 500e, an undoubtedly charming shape but one that it shared with the more successful internal-combustion 500. So it wasn’t novel, it wasn’t unique, and it was also a straight retro design play. The difference is what makes the E so fresh, and so appealing to folks like us, interested in EVs but generally uninspired by contemporary offerings.
And yes, I am an enthusiast (and also an EV owner – you can read more about that here). Most of us are, in this industry. Things that aren’t sold here – and the Honda E, it seems, won’t be – carry a seductive appeal. What’s forbidden is enticing. But I’d argue that what makes the Honda E truly enticing is its natural appeal, not its scarcity.
Around the office, most Autoblog editors would like to see the E sold in America, although that might not be likely. “We need more stylish EVs,” says West Coast Editor James Riswick. “Most EVs are dork-mobiles.”
Even the practical limitations seem a low bar for the E to cross. Honda is not interested in a longer-range or larger E, which would undoubtedly increase its appeal to Americans, because the company believes “a range of more than 200 km with charging up to 80 percent in 30 minutes is practical for daily usage — not always carrying a huge and heavy battery around for maybe that one time at the end of the week where you have to drive a long distance.” In other words, the E is sized precisely for how its likely customers will actually use it. As Riswick puts it, “we live in cities where people are already driving 115-mile Leafs around.”
Indeed, Associate Editor Zac Palmer thinks the range issue is more about perception than anything else. “When all we could manage was around 100 miles in a BMW i3, that seemed sorta pitiful and useless,” he says. “But then looking at it in this light, that 100-125 miles of range doesn’t feel all that bad anymore.”
Consumer Editor Jeremy Korzeniewski adds, “Hauling around more than 200 miles worth of batteries will be silly once there’s a proper infrastructure with fast-charging capability.”
There are some notable dissenters. Associate Editor Joel Stocksdale thinks the E Prototype is “stylish and charming, and [likely] better to drive than basically every other short range EV available,” but worries that it wouldn’t suit Honda in America to reset its green vehicle leadership. He thinks a more traditional halo car might do the trick. The Sports EV concept, perhaps, or a reborn and electrified S2000. He did allow that the E would make a good partner for a production Sports EV, a sort of one-two punch from Honda targeting enthusiasts and urban commuters with a single electrified sub-brand.
While longing for the Honda E in America might be futile – Honda’s project manager for EVs, Kohei Hitomi, told CarBuzzthat it could be homologated for sale in North America but that the company has “other plans” – thinking about why the E made such a deep impression on us is useful. Mainstream American consumers aren’t buying EVs in significant volumes yet, but the E helps us think about how the segment might break down those barriers. Practical considerations like size, range and charging infrastructure certainly matter a lot. But the E shows us the intangibles that could help this segment make inroads in the meantime.
That said, Honda is going to follow demand. While the critical response has been good, actual consumer demand percolating up could change Honda’s tune on the E itself. We’re not suggesting you write a letter to Honda’s corporate offices, but then again, could it hurt?
https://www.autoblog.com/2019/07/03/...erica-opinion/
07-04-2019, 09:50 AM
#3
Race Director
Thread Starter
If you want an electric car, there are the Teslas, which are nice but too expensive, much like the BMW i3. There is the Honda Clarity, which is insanely boring, like the Chevy Bolt and Volt and Nissan Leaf and Hyundai Ioniq. Then there is the Fiat 500e, which is getting closer to what you want. Because what you want is the new Honda e.
The Honda e has a good name. And the design looks good. It is also a small car, which is the only correct choice. It comes in five delightful colors. And today, Honda revealed some claimed power numbers, saying that the e will deliver up to 148 horsepower and 221 lb-ft of torque.
Those numbers aren’t impressive on their own—the Bolt, to give some comparison, makes a claimed 200 horsepower and 266 lb-ft of torque—but remember this is a small car, and intended to be light. Those power numbers should be enough, and since, like all EVs, the e will deliver that torque instantly, you can expect the e to be zippy.
The e’s range is “over 200 km,” per Honda, or about 125 miles, which also isn’t terribly impressive, but this car is for urban commuters, not road trips. In any case, Honda says that e can charge 80 percent of its battery in 30 minutes.
https://jalopnik.com/the-honda-e-is-...for-1836042958
The Honda e has a good name. And the design looks good. It is also a small car, which is the only correct choice. It comes in five delightful colors. And today, Honda revealed some claimed power numbers, saying that the e will deliver up to 148 horsepower and 221 lb-ft of torque.
The e’s range is “over 200 km,” per Honda, or about 125 miles, which also isn’t terribly impressive, but this car is for urban commuters, not road trips. In any case, Honda says that e can charge 80 percent of its battery in 30 minutes.
With the battery located low under the vehicle floor, the car’s centre of gravity is approximately 50cm from the ground. With a 50:50 weight distribution, wide yet compact size and short overhangs at the front and rear, the Honda e delivers an optimal balance of stability and handling performance to the compact electric car segment.
To help deliver a sporty character, power is delivered through the rear wheels, which also enables a greater steering articulation for the front wheels. As a result, the turning radius is approximately 4.3 metres, ensuring the Honda e is exceptionally manoeuvrable in small city streets.
Will this car ever come to America? Probably not. It’s intended for Europe and too refined and sensible and good looking to stand much of a chance here. Take Honda’s opinion on the range wars, for example.To help deliver a sporty character, power is delivered through the rear wheels, which also enables a greater steering articulation for the front wheels. As a result, the turning radius is approximately 4.3 metres, ensuring the Honda e is exceptionally manoeuvrable in small city streets.
“If we look at the market at the moment,” says [Kohei Hitomi, Honda’s project lead for the e Prototype], “there is a trend where manufacturers are competing with each other with driving range. Consequently, batteries are getting bigger and heavier.
“From Honda’s perspective, this is counterproductive, because that makes cars bigger and impractical for city usage. We believe a range of more than 200km with charging up to 80 per cent in 30 minutes is practical for daily usage – not always carrying a huge and heavy battery around for maybe that one time at the end of the week where you have to drive long distance.”
Big? Impractical? Heavy? Buying much more car than you actually need? There’s nothing more American that that, which is why, in reality, we don’t even deserve the e. I can still dream, though. And don’t sleep on the side cameras.“From Honda’s perspective, this is counterproductive, because that makes cars bigger and impractical for city usage. We believe a range of more than 200km with charging up to 80 per cent in 30 minutes is practical for daily usage – not always carrying a huge and heavy battery around for maybe that one time at the end of the week where you have to drive long distance.”
https://jalopnik.com/the-honda-e-is-...for-1836042958
07-12-2019, 09:24 AM
#4
Moderator
https://www.carscoops.com/2019/07/ho...-by-f1-driver/
Formula 1 driver Alex Albon drove the Honda E Prototype at Goodwood last weekend. Toro Rosso’s pilot didn’t show much mercy to the small electric hatchback during the hill climb, despite traveling with a couple of Honda execs.
Its subcompact proportions will place it in the same class with the Renault Zoe. However, unlike its French rival, which is based on a front-wheel drive architecture, the E Prototype has a rear-wheel drive setup. The electric motor produces 150 PS (148 hp / 110 kW) and 300+ Nm (221+ lb-ft) of torque, so it can be called a warm hatch.
Performance is still unknown, but the company confirmed that it has a driving range in excess of 200 km (124 miles). The battery features a fast charge function that allows it to be filled to 80 percent in just 30 minutes, which is enough for the daily commute.
As the name suggests, the Honda E is a prototype, albeit one that’s 99 percent evocative of the final production model. It was previewed by the Urban EV Concept a couple of years ago, and it’s two months away from debuting in production guise, at the 2019 Frankfurt Motor Show, in September. From there, the car will hit assembly lines before the end of the year and will launch in Europe next spring. Until then, let’s see it tackle the Goodwood course with a professional racing driver holding the wheel on video below.
Its subcompact proportions will place it in the same class with the Renault Zoe. However, unlike its French rival, which is based on a front-wheel drive architecture, the E Prototype has a rear-wheel drive setup. The electric motor produces 150 PS (148 hp / 110 kW) and 300+ Nm (221+ lb-ft) of torque, so it can be called a warm hatch.
Performance is still unknown, but the company confirmed that it has a driving range in excess of 200 km (124 miles). The battery features a fast charge function that allows it to be filled to 80 percent in just 30 minutes, which is enough for the daily commute.
As the name suggests, the Honda E is a prototype, albeit one that’s 99 percent evocative of the final production model. It was previewed by the Urban EV Concept a couple of years ago, and it’s two months away from debuting in production guise, at the 2019 Frankfurt Motor Show, in September. From there, the car will hit assembly lines before the end of the year and will launch in Europe next spring. Until then, let’s see it tackle the Goodwood course with a professional racing driver holding the wheel on video below.
07-15-2019, 08:22 AM
#6
Moderator
I know a few cars/trucks have adopted the camera rear-view, but have not seen any camera side mirrors, not sure if they're US-DOT legal yet.
Trending Topics
09-04-2019, 12:52 PM
#8
Race Director
Thread Starter
Every time we see more of the Honda E, it makes us sad it won't be coming to the US because, well, just look at it. In Europe, buyers have already begun to fill out reservation lists, but ahead of the production car's debut at the 2019 Frankfurt Motor Show, the Japanese automaker has spilled the finer details.
Up until now, the images we've seen have represented prototype builds, and we're happy to report these production images reflect just about everything that makes the E look so gosh darned great. The happy front fascia is still there with its round headlights. The retro looks continue to the rear where circular taillights sit in place. Even the side camera mirrors are meant for production, which help keep a clean side profile. That technology isn't legal in the US, but NHTSA will finally look into camera-as-mirror systems. It's likely inevitable the technology gets a green light from US regulators.
Moving to the core of the car, the Honda E will go roughly 136 miles on a single charge. That's an internal Honda estimate, however, and not based on WLTP testing in Europe. EPA testing would likely rate the car's range even lower in the US. Providing the juice is a 33.5 kilowatt-hour battery that feeds a single electric motor. Drive is to the rear wheels only and Honda will offer two power outputs: one with 134 horsepower and one with 152 hp. Regardless of the horsepower, both configurations sport 232 pound-feet of torque. Honda also ensured a 50:50 weight distribution, which should make the E quite tossable and fun to scoot around in.
At the end of the day, the E accepts fast charging to top off the battery to 80% in roughly 30 minutes.
Two 12.3-inch screens make up the cockpit. Very futuristic.
Honda
Also ready for production is the full-width digital dashboard. Measuring 12.3 inches each, the two LCD screens take up the full cockpit and display all infotainment, applications and other essential information for drivers and passengers. The automaker will also install an artificial intelligence system that responds to "OK, Honda" to answer questions or respond to instructions from drivers.
The adorable electric car is nearly ready for prime time and we'll be on hand for the full details at the Frankfurt Motor Show next week.
Up until now, the images we've seen have represented prototype builds, and we're happy to report these production images reflect just about everything that makes the E look so gosh darned great. The happy front fascia is still there with its round headlights. The retro looks continue to the rear where circular taillights sit in place. Even the side camera mirrors are meant for production, which help keep a clean side profile. That technology isn't legal in the US, but NHTSA will finally look into camera-as-mirror systems. It's likely inevitable the technology gets a green light from US regulators.
Moving to the core of the car, the Honda E will go roughly 136 miles on a single charge. That's an internal Honda estimate, however, and not based on WLTP testing in Europe. EPA testing would likely rate the car's range even lower in the US. Providing the juice is a 33.5 kilowatt-hour battery that feeds a single electric motor. Drive is to the rear wheels only and Honda will offer two power outputs: one with 134 horsepower and one with 152 hp. Regardless of the horsepower, both configurations sport 232 pound-feet of torque. Honda also ensured a 50:50 weight distribution, which should make the E quite tossable and fun to scoot around in.
At the end of the day, the E accepts fast charging to top off the battery to 80% in roughly 30 minutes.
Two 12.3-inch screens make up the cockpit. Very futuristic.
Honda
Also ready for production is the full-width digital dashboard. Measuring 12.3 inches each, the two LCD screens take up the full cockpit and display all infotainment, applications and other essential information for drivers and passengers. The automaker will also install an artificial intelligence system that responds to "OK, Honda" to answer questions or respond to instructions from drivers.
The adorable electric car is nearly ready for prime time and we'll be on hand for the full details at the Frankfurt Motor Show next week.
09-10-2019, 09:33 AM
#9
Moderator
https://www.engadget.com/2019/09/10/...u2KivIIu0bdKB1
Honda's E electric car is officially here and the production model has kept nearly all the charm and gadgets of the original concept. At the same time, Honda has unveiled pricing and specs for the urban EV, and that's where things get interesting.
As the company revealed last week, the Honda E will be available in Europe (and not the US, I'm sorry to say) with a 137-mile range, making it more of a city runabout than a highway cruiser. That's down to a smallish 35.5 kWh battery, making it more competitive with EVs like the Renault Zoe than the Tesla Model 3. The Honda E supports chargers up to about 75 kW (Honda didn't say exactly how much) that will let you charge from 10 to 80 percent in about 30 minutes.
For urban and suburban use, it should be a kick to drive. The Honda E's electric motor delivers up to 152 horsepower and 232 foot-pounds of torque, meaning it should accelerate like a demon given the EV's small size. If you're looking more for economy, it'll also come in a cheaper 134 horsepower flavor that will still be relatively quick.
Inside, the E will be a futuristic car, as Honda has managed to retain most of the fun stuff from the original concept. Rather than side mirrors, it will have a camera mirror system with two six-inch screens mounted (legally for the US) at the extreme left and right side of the EV. That's a first "in the compact segment," Honda said in a press release, and gives the car smoother lines, better aerodynamics and an improved driver field of view.
Other features carried over from the concept include the flush pop-out door handles and a five-screen, full-width digital dash. That includes dual 12.3-inch LCD touchscreens in the front that act as primary infotainment displays. It's also equipped with Honda's Personal Assistant that will let you control certain functions by saying "OK Honda." You'll also get the My Honda+ smartphone application, with features like charging point navigation, remote climate control and vehicle condition reports.
Now for the rub. The Honda E will cost £26,160 in the UK for the 134 horsepower version, including the UK's EV rebate (£29,660 without the rebate) rising to £28,660 (or £32,160 pre-rebate) for the more powerful model. (It'll also be available on finance starting from £299 per month.) That translates to a starting price of about $32,000, or $35,500 for the high-end model, with rebates included, or $36,700 and $39,800 before rebates.
By way of comparison, the Renault Zoe costs about £26,000 before the rebates but comes with a much larger 52 kWh battery and 182 mile range. The Nissan Leaf, meanwhile, is £36,000 with a 62 kWh battery, pre-rebate.
Honda is demanding a bit of a premium for what is essentially a city runabout, given the battery size. It's no doubt hoping that the buyers will be attracted to the cute styling and futuristic tech, but there's a reason that both Renault and Nissan increased battery life over the last few years. Still, there's a ton of public interest in this car, so a lot of people will be very interested in how it sells when it orders open in early 2020. The Honda E will start to ship later in summer 2020.
For urban and suburban use, it should be a kick to drive. The Honda E's electric motor delivers up to 152 horsepower and 232 foot-pounds of torque, meaning it should accelerate like a demon given the EV's small size. If you're looking more for economy, it'll also come in a cheaper 134 horsepower flavor that will still be relatively quick.
Inside, the E will be a futuristic car, as Honda has managed to retain most of the fun stuff from the original concept. Rather than side mirrors, it will have a camera mirror system with two six-inch screens mounted (legally for the US) at the extreme left and right side of the EV. That's a first "in the compact segment," Honda said in a press release, and gives the car smoother lines, better aerodynamics and an improved driver field of view.
Other features carried over from the concept include the flush pop-out door handles and a five-screen, full-width digital dash. That includes dual 12.3-inch LCD touchscreens in the front that act as primary infotainment displays. It's also equipped with Honda's Personal Assistant that will let you control certain functions by saying "OK Honda." You'll also get the My Honda+ smartphone application, with features like charging point navigation, remote climate control and vehicle condition reports.
Now for the rub. The Honda E will cost £26,160 in the UK for the 134 horsepower version, including the UK's EV rebate (£29,660 without the rebate) rising to £28,660 (or £32,160 pre-rebate) for the more powerful model. (It'll also be available on finance starting from £299 per month.) That translates to a starting price of about $32,000, or $35,500 for the high-end model, with rebates included, or $36,700 and $39,800 before rebates.
By way of comparison, the Renault Zoe costs about £26,000 before the rebates but comes with a much larger 52 kWh battery and 182 mile range. The Nissan Leaf, meanwhile, is £36,000 with a 62 kWh battery, pre-rebate.
Honda is demanding a bit of a premium for what is essentially a city runabout, given the battery size. It's no doubt hoping that the buyers will be attracted to the cute styling and futuristic tech, but there's a reason that both Renault and Nissan increased battery life over the last few years. Still, there's a ton of public interest in this car, so a lot of people will be very interested in how it sells when it orders open in early 2020. The Honda E will start to ship later in summer 2020.
10-24-2019, 10:48 AM
#10
Moderator
https://jalopnik.com/the-honda-e-was...ate-1839277601
There has been a lot of coverage that the wonderful Honda E is not being put on sale in America, but today the car’s project leader revealed that the car was originally intended to be sold here. And that’s not all.
The news comes today Kohei Hitomi, large project leader for the Honda E. “I really wanted to have that one as well in the U.S.” he said when I told him I was coming from New York, and wished the car would be sold here. “I personally wanted to see it,” he said again later in the interview, with a hand on his heart. “This car in size... for [an] EV, will be a perfect fit.”
“The U.S. was included in the beginning,” he explained in person at the Tokyo Motor Show through a translator. Three years ago, however, the U.S. got cut out. I asked how far into development the car was at that point. Did the project start five years ago? Seven years ago? “Less than that,” was all I got, and any specifics were a secret.
I pried as much as I could about how much time or money it would take to certify the car for U.S. sales—meeting American safety standards, for instance—but Honda would not speak on any cost questions. I tried to pry further asking how much more would be added to the cost of the car to cover certification, not total price, but again just got a “sorry and Kohei made an X over his mouth. “We are in a tough situation for pricing,” he explained, but he meant for all Honda cars, not just the E.
I asked what concerns Honda had that kept the E out of America if it was that Kohei himself wanted to see it sold here. I asked if it was a sales numbers question, and he agreed. “The biggest worry is maybe there would be no demand.”
What was a surprise, then, Kohei started on his own, was the car’s good reception in the American press, even when the car was released in Europe.
“I somehow expect that what we discussed three years ago may be recovered,” he said with a smile.
The news comes today Kohei Hitomi, large project leader for the Honda E. “I really wanted to have that one as well in the U.S.” he said when I told him I was coming from New York, and wished the car would be sold here. “I personally wanted to see it,” he said again later in the interview, with a hand on his heart. “This car in size... for [an] EV, will be a perfect fit.”
“The U.S. was included in the beginning,” he explained in person at the Tokyo Motor Show through a translator. Three years ago, however, the U.S. got cut out. I asked how far into development the car was at that point. Did the project start five years ago? Seven years ago? “Less than that,” was all I got, and any specifics were a secret.
I pried as much as I could about how much time or money it would take to certify the car for U.S. sales—meeting American safety standards, for instance—but Honda would not speak on any cost questions. I tried to pry further asking how much more would be added to the cost of the car to cover certification, not total price, but again just got a “sorry and Kohei made an X over his mouth. “We are in a tough situation for pricing,” he explained, but he meant for all Honda cars, not just the E.
I asked what concerns Honda had that kept the E out of America if it was that Kohei himself wanted to see it sold here. I asked if it was a sales numbers question, and he agreed. “The biggest worry is maybe there would be no demand.”
What was a surprise, then, Kohei started on his own, was the car’s good reception in the American press, even when the car was released in Europe.
“I somehow expect that what we discussed three years ago may be recovered,” he said with a smile.
10-24-2019, 10:52 AM
#11
“This car in size... for [an] EV, will be a perfect fit.”
Confirmed.
Honda E to replace Honda Fit in U.S.
10-24-2019, 11:02 AM
#12
Moderator
^ Source? Or speculation? I think the e is a good bit (looks to be) smaller than the Fit.
10-24-2019, 11:54 AM
#13
Speculation on my part by going off what the person said and reading between the lines.
And considering Honda hasn't confirmed (nor denied) the 4G Fit is coming to U.S. If it is coming to U.S., why not confirm it? Would doing so reveal some deep secret? Unless they're still deciding. But I would think that decision would have been made a while ago to get the Celaya, Mexico plant retooled and ready for production. 
“This car in size... for [an] EV, will be a perfect Fit.”
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01-23-2020, 10:27 AM
#14
Moderator
https://www.thedrive.com/news/31918/...eatment-report
Honda's adorable all-electric city car might be in for a surprising burst of life. Its retro-inspired styling and small form factor have brought auto lovers together in support of the tiny EV more than Honda ever imagined; in fact, the Honda E might be in for a treatment similar to the Civic Type R.
In an interview with Top Gear, Honda's Assistant Large Project Leader Takahiro Shinya let slip that the brand has been discussing a performance-oriented version for the hotly anticipated two-door hatch.
“Well, this new platform, the motor, and tires can all take more [power],” Shinya reportedly told Top Gear at the vehicle's press launch event. “What I can say is we love Type R, it’s such a strong halo brand for us. As engineers, we want to make Type R of every model, but it’s whether the customer wants it that matters.”
It's not like the Honda E is lacking on power as it sits. Its ample electric drivetrain pumps out a respectable 232 pound-feet of torque and is available with 152 horsepower. Still, an 8.3-second zero to 60 time means that the Honda E isn't exactly quick on its feet. Could a Type R iteration improve on that without sacrificing on the car's modest 136 miles of range?
“You’ll probably see something more in a couple of years," Shinya later added. "Not a Type R, but something.”
The ingredients for a fun car are already there: low center of gravity, fully independent suspension, and power sent straight to the rear wheels. Perhaps if the Honda E doesn't get the special treatment, something else will down the line.
Let's be clear—this isn't a guarantee that engineers will be green-lighted to build a road-going version of the Honda E Type R, but it's definitely a thought in the back of their heads. If the demand, price, and technology all fall into alignment, the possibility of a hot hatch might just be in reach.
In an interview with Top Gear, Honda's Assistant Large Project Leader Takahiro Shinya let slip that the brand has been discussing a performance-oriented version for the hotly anticipated two-door hatch.
“Well, this new platform, the motor, and tires can all take more [power],” Shinya reportedly told Top Gear at the vehicle's press launch event. “What I can say is we love Type R, it’s such a strong halo brand for us. As engineers, we want to make Type R of every model, but it’s whether the customer wants it that matters.”
It's not like the Honda E is lacking on power as it sits. Its ample electric drivetrain pumps out a respectable 232 pound-feet of torque and is available with 152 horsepower. Still, an 8.3-second zero to 60 time means that the Honda E isn't exactly quick on its feet. Could a Type R iteration improve on that without sacrificing on the car's modest 136 miles of range?
“You’ll probably see something more in a couple of years," Shinya later added. "Not a Type R, but something.”
The ingredients for a fun car are already there: low center of gravity, fully independent suspension, and power sent straight to the rear wheels. Perhaps if the Honda E doesn't get the special treatment, something else will down the line.
Let's be clear—this isn't a guarantee that engineers will be green-lighted to build a road-going version of the Honda E Type R, but it's definitely a thought in the back of their heads. If the demand, price, and technology all fall into alignment, the possibility of a hot hatch might just be in reach.
01-23-2020, 11:30 AM
#15
WTF. Who thinks that this car would succeed at all based on what the specs are. 45k and 124 mile range for a tiny city car. That’s blighted in the uterus.
You can get the base model 3 for may be less than that price and have a fully functional car with decent range.
I don’t understand why the Japanese don’t “get it”. The Koreans seem to be getting it somehow better than them.
You can get the base model 3 for may be less than that price and have a fully functional car with decent range.
I don’t understand why the Japanese don’t “get it”. The Koreans seem to be getting it somehow better than them.
01-24-2020, 09:41 AM
#16
Honda E is priced similar as 4 door Civic in UK. The price include VAT. Honda E turning circle is half of Honda Civic. There is technology in compactness.
https://www.honda.co.uk/cars.html
Korean are following Germanic model of producing too many vehicles and variations.
https://www.honda.co.uk/cars.html
Korean are following Germanic model of producing too many vehicles and variations.
01-25-2020, 01:43 PM
#17
You'll Never Walk Alone
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WTF. Who thinks that this car would succeed at all based on what the specs are. 45k and 124 mile range for a tiny city car. That’s blighted in the uterus.
You can get the base model 3 for may be less than that price and have a fully functional car with decent range.
I don’t understand why the Japanese don’t “get it”. The Koreans seem to be getting it somehow better than them.
You can get the base model 3 for may be less than that price and have a fully functional car with decent range.
I don’t understand why the Japanese don’t “get it”. The Koreans seem to be getting it somehow better than them.
If you look on Honda UK site, the Honda e is priced the same as a base CRV.
A base CRV is $25k in the US.
01-25-2020, 03:17 PM
#18
So hopefully the $45K mentioned somewhere in this thread is wrong and the actual price is much lower. Then it makes sense.
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11-05-2020, 12:47 AM
#22
11-05-2020, 01:01 AM
#23
Sanest Florida Man
Cute car but the range on it sucks for the money
11-07-2020, 12:37 AM
#24
You'll Never Walk Alone
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And that's exactly why Honda isn't brining the Honda e over to North America - people here like bigger cars with more range. It wouldn't sell well here because of that mentality and the long highways.
My friend has a VW e-golf with pretty much the same range. It's perfect for daily/city driving. His wife uses it to go to work which is about a 30 min drive one way (15 miles). Unlike a gas car, you can easily plug the car in every couple days rather than visiting the gas station. I think this is something important to note - that while the range is low, it should not be a concern unless you need to commute 100 miles a day often.
Also, we can't really just use the straight currency conversion for comparison. For instance, in the UK, the Nissan Leaf 62kwh starts at £36,000 before any rebates. That's equivalent to USD$47k. But in the US, a 62kwh Nissan Leaf starts at USD$38k.
So while on paper, the Honda e may sound expensive at nearly £30k, or almost USD$40k. But if Honda were to sell it here, it would probably be more like USD$31k before government rebates. That's in line with the Mini Cooper Electric and VW e-golf.
My friend has a VW e-golf with pretty much the same range. It's perfect for daily/city driving. His wife uses it to go to work which is about a 30 min drive one way (15 miles). Unlike a gas car, you can easily plug the car in every couple days rather than visiting the gas station. I think this is something important to note - that while the range is low, it should not be a concern unless you need to commute 100 miles a day often.
Also, we can't really just use the straight currency conversion for comparison. For instance, in the UK, the Nissan Leaf 62kwh starts at £36,000 before any rebates. That's equivalent to USD$47k. But in the US, a 62kwh Nissan Leaf starts at USD$38k.
So while on paper, the Honda e may sound expensive at nearly £30k, or almost USD$40k. But if Honda were to sell it here, it would probably be more like USD$31k before government rebates. That's in line with the Mini Cooper Electric and VW e-golf.
11-09-2020, 09:18 AM
#25
Moderator
Recently watch the CarThrottle video on the e. Was surprised that it's a fair bit bigger than I thought it was.
For a DD/commuter [short distance] it could a decent contender, if they priced it right.
For a DD/commuter [short distance] it could a decent contender, if they priced it right.
11-09-2020, 10:01 AM
#26
To help deliver a sporty character, power is delivered through the rear wheels, which also enables a greater steering articulation for the front wheels. As a result, the turning radius is approximately 4.3 metres, ensuring the Honda e is exceptionally manoeuvrable in small city streets.
07-06-2022, 12:27 PM
#27
AZ Community Team
Honda E Limited Edition revealed with Red Bull's Max Verstappen
07-06-2022, 12:40 PM
#28
Whats up with RDX owners?
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“The Honda E Limited Edition is simply lovely,” said Verstappen. “It has funky looks, a compact design and is fun to drive. It’s a great electric urban vehicle.”
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07-06-2022, 12:52 PM
#29
AZ Community Team
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05-12-2023, 07:13 AM
#30
Race Director
Thread Starter
The Japanese automaker is on a spree across the European continent as it has a completely new SUV lineup to showcase for 2023. So, meet the fully electric e:Ny1, the all-new CR-V offered as a hybrid or PHEV, and the sporty ZR-V (aka HR-V in North America).
Starting with the absolute novelty, the hard-to-pronounce e:Ny1 (we think it should be called 'Honda anyone,' as it would have been simpler) is only the second fully electric model presented by the automaker for the Old Continent. It is smaller than the North American Honda Prologue – which is, in turn, based on Ultium architecture and BEV3 platform siblings Chevy Blazer EV and Cadillac Lyriq. But it is also a tad bigger than the pocket-sized Honda e.
Interestingly, it also does not feel as fresh as the latter because many design traits simply remind us of the second-gen Japanese Vezel/third-gen international HR-V subcompact crossover SUVs, especially at the rear. Also, it feels eerily identical to the Chinese-made e:NS1 electric model, right? Oh well, Honda counters that impression with a decidedly compact CUV that allegedly "offers trademark Honda dynamics, responsive driving, and premium levels of ride comfort." It is also based on the all-new e:N Architecture F platform and will arrive in Europe with a "human-centered development philosophy," although they don't say precisely when that will happen.
The "bold and sophisticated exterior aesthetic" is said to premiere an all-new electric identity for Honda, and the interior features many tech perks like wireless charging or a massive 15.1-inch touchscreen display for the infotainment system. The e:N Architecture F is actually a pretty traditional "front-motor-driven platform" that focuses on a trio of "fundamental attributes: a dedicated high rigidity body structure, a low center of gravity, and carefully managed under-floor aerodynamics to ensure the SUV delivers a fun and confidence-inspiring drive."
As for technical details, there is a "lightweight three-in-one integrated power drive unit, electric motor, and gearbox," packing a total output of 150 kW (201 hp) and 310 Nm (229 lb-ft). No performance specifications are available just yet, aside from the WLTP rating for the maximum range provided by the 68.8 kWh battery – 412 km or 256 miles. Naturally, there's DC fast charging capability onboard, with Honda claiming a 10 to 80% SoC (state-of-charge) top-up at 100 kW will take just 45 minutes.
"The e:Ny1 is the logical next step on our electrification journey in Europe," explains Tom Gardner, Senior Vice President at Honda Motor Europe Ltd. "Our development philosophy blends intelligent, customer-centric technology with beautiful design and fun-to-drive dynamics. This latest SUV exemplifies Honda's commitment to electrification and is the latest step on Honda's electrification journey." Unfortunately, we do not know anything yet about the pricing details - those might be crucial to gauge its potential success, frankly.
Starting with the absolute novelty, the hard-to-pronounce e:Ny1 (we think it should be called 'Honda anyone,' as it would have been simpler) is only the second fully electric model presented by the automaker for the Old Continent. It is smaller than the North American Honda Prologue – which is, in turn, based on Ultium architecture and BEV3 platform siblings Chevy Blazer EV and Cadillac Lyriq. But it is also a tad bigger than the pocket-sized Honda e.
Interestingly, it also does not feel as fresh as the latter because many design traits simply remind us of the second-gen Japanese Vezel/third-gen international HR-V subcompact crossover SUVs, especially at the rear. Also, it feels eerily identical to the Chinese-made e:NS1 electric model, right? Oh well, Honda counters that impression with a decidedly compact CUV that allegedly "offers trademark Honda dynamics, responsive driving, and premium levels of ride comfort." It is also based on the all-new e:N Architecture F platform and will arrive in Europe with a "human-centered development philosophy," although they don't say precisely when that will happen.
The "bold and sophisticated exterior aesthetic" is said to premiere an all-new electric identity for Honda, and the interior features many tech perks like wireless charging or a massive 15.1-inch touchscreen display for the infotainment system. The e:N Architecture F is actually a pretty traditional "front-motor-driven platform" that focuses on a trio of "fundamental attributes: a dedicated high rigidity body structure, a low center of gravity, and carefully managed under-floor aerodynamics to ensure the SUV delivers a fun and confidence-inspiring drive."
As for technical details, there is a "lightweight three-in-one integrated power drive unit, electric motor, and gearbox," packing a total output of 150 kW (201 hp) and 310 Nm (229 lb-ft). No performance specifications are available just yet, aside from the WLTP rating for the maximum range provided by the 68.8 kWh battery – 412 km or 256 miles. Naturally, there's DC fast charging capability onboard, with Honda claiming a 10 to 80% SoC (state-of-charge) top-up at 100 kW will take just 45 minutes.
"The e:Ny1 is the logical next step on our electrification journey in Europe," explains Tom Gardner, Senior Vice President at Honda Motor Europe Ltd. "Our development philosophy blends intelligent, customer-centric technology with beautiful design and fun-to-drive dynamics. This latest SUV exemplifies Honda's commitment to electrification and is the latest step on Honda's electrification journey." Unfortunately, we do not know anything yet about the pricing details - those might be crucial to gauge its potential success, frankly.
12-13-2023, 02:25 PM
#32
Race Director
Thread Starter
Revealed with much pomp in 2019, the unimaginatively named Honda e will be discontinued in January 2024. How did it come to this, especially after Honda tried to push the e with the help of Super Max?
The zero-emission supermini's downfall started from the very moment Honda revealed it. Penned by Ken Sahara, the cutesy hatchback was – and still is – too expensive for a B-segment model. Worse still, its driving range leaves much to be desired in comparison to the likes of the Chevrolet Bolt EV, Peugeot e-208, and recently leaked Lancia Ypsilon EV.
At launch, the automaker from Tokyo quoted 200 kilometers (124 miles) on a full charge of the high-voltage battery. At press time, Honda's poor-selling e is listed with up to 220 kilometers (137 miles) under the Worldwide Harmonized Light Vehicle Test Procedure as opposed to 362 kilometers (225 miles) for the e-208 and 417 (259) for the Chevrolet Bolt EV.
Pricing? As per Honda's Japanese website, that would be 4,950,000 yen or 34,025 dollars at current exchange rates. That means the Honda e costs more than an Odyssey minivan. Oh, and by the way, the Civic Type R kicks off at 4,997,300 yen in Japan.
Abysmal value for money? Not exactly so, but alas, all the standard equipment that one can throw at a B-segment hatchback with low driving range won't change the fact that Honda's rather pretty e is too expensive for a subcompact hatch with low range.
The zero-emission supermini's downfall started from the very moment Honda revealed it. Penned by Ken Sahara, the cutesy hatchback was – and still is – too expensive for a B-segment model. Worse still, its driving range leaves much to be desired in comparison to the likes of the Chevrolet Bolt EV, Peugeot e-208, and recently leaked Lancia Ypsilon EV.
At launch, the automaker from Tokyo quoted 200 kilometers (124 miles) on a full charge of the high-voltage battery. At press time, Honda's poor-selling e is listed with up to 220 kilometers (137 miles) under the Worldwide Harmonized Light Vehicle Test Procedure as opposed to 362 kilometers (225 miles) for the e-208 and 417 (259) for the Chevrolet Bolt EV.
Pricing? As per Honda's Japanese website, that would be 4,950,000 yen or 34,025 dollars at current exchange rates. That means the Honda e costs more than an Odyssey minivan. Oh, and by the way, the Civic Type R kicks off at 4,997,300 yen in Japan.
Abysmal value for money? Not exactly so, but alas, all the standard equipment that one can throw at a B-segment hatchback with low driving range won't change the fact that Honda's rather pretty e is too expensive for a subcompact hatch with low range.
12-13-2023, 04:25 PM
#33
I'm absolutely shocked that a minicar with mini range and a mega pricetag didn't sell well.
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12-15-2023, 10:57 PM
#34
Another Tesla killer who is (was) coming from the big boys..... 
12-18-2023, 09:58 AM
#35
Ex-OEM King
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