Honda’s first electric SUV faces a battle on price and charging
The Honda e:Ny1 was a pleasant drive and exceptionally easy to get around in, with parking made simple thanks to sensors and cameras
Sometimes a car can be more than the sum of its parts. Sometimes it can be less.
I’m afraid the new Honda electric SUV, called the e:Ny1 (yes, it is a strange name for a car, but I’ll partly explain in a minute) falls into the latter category.
It has so much that is good about it. I have always admired what Honda does with its cars.
But this falls that bit short on what I consider to be a couple of core elements in a searing, competitive market.
It is the Japanese brand’s first model to be built on a new platform called the e:N (now you know the derivative of the strange name).
That platform will be used as a basis for future cars and SUVs so there is a lot riding on the success of this first offering.
With short front overhang, big wheels (18-inch alloys are standard) and wide track it has the look of a smart-and-strong crossover. To give you an idea of size and shape, it has a similar silhouette to the coupe-like HR-V.
Honda claims the e:Ny1 is a highly practical crossover aimed at younger buyers. And in many ways I can see where it is coming from.
But its claimed range of 412km is on the short side of practical. And its fast charging ability – from 10pc to 80pc in approximately 45 minutes – is too slow, especially compared with that of rivals such as the Nissan Ariya, Kia Niro EV and Hyundai Ioniq 5.
Honda argues, with some conviction, that slower charging better protects the 61.9kWh battery, though I’m sure makers of its rivals would dispute that.
I’m not in a position to measure such matters over a longer period but it is something to think about. Me? I want as fast a charge as possible for now please. I’d worry about the battery later, especially as I wouldn’t envisage doing so too often.
Speaking of speed, there were no complaints about how fleet of foot this could be (except, obviously, the faster you go the quicker battery reserves deplete).
This was certainly quick off the mark thanks to the 201hp motor that powers the front wheels. But while it may have been built to be something of a driver, it didn’t have that bit of sparkle for some reason.
Honda has made the suspension quite strong/rigid to generate a sporty feel, in alliance with its undoubted bit of zip, and lessen the body-roll. Body-roll, as many of you may be aware, is an ever-present difficulty with taller cars.
However, while it did a good job of handling the smaller blobs of tarmac and potholes, the firm suspension did tend to thud back via the steering wheel a bit.
I could stoke the car’s fire by using Sport mode or drive more reservedly in Eco or Normal. I used Normal after getting a right old fright on the M50 where the calculated battery power that was remaining plunged (and I use the word deliberately) from 217km to 173km over just seven kilometres.
Admittedly I was moving (legally) fast and it was a miserable, cold day which can affect the battery, but it was still quite a drop. Honda says the calculation of energy left has always been pretty accurate, so I’m prepared to accept it as a once-off.
Inside is quite roomy on first appearance. You sit lower, which didn’t suit me, though many like it because it bestows a sort of sporty road-hugging sensation.
The cabin was a tad dull for me, with a fair bit of plastic dotted around. Honda normally does lovely cabins.
Everything is controlled through the dominant 15.1-inch three-section touchscreen. I’d have liked a few buttons for the main functions. It’s less distracting that way.
One thing that impressed was the amount of room for front passengers and the extent of rear legroom. But backseat headroom was poor. One of my taller passengers’ heads touched the roof lining.
Boot space ranges from 344 litres to 361 litres – not great when you consider the Ioniq has 537 litres and the Nissan Ariya has 466 litres. However, with the rear seats folded, the space increases to 801 litres and up to 1,176 litres when loaded to the roof.
That’s decent room if there is just two of you up front.
On an important note, the Honda Sensing suite of safety technologies comes as standard with its all-round collision performance and reduced burden on the driver. This really is quite comprehensive and is worth factoring into your decision-making. I think it is that good.
Overall, the e:Ny1 was a pleasant drive and exceptionally easy to get around in; parking was made simple thanks to sensors and cameras.
I think it is a bit on the expensive side (from €54,995) for what it offers in terms of range and charging time. But I do know Hondas hold their value well as second-hand buys. How that will translate into used EVs remains to be seen.
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