Honda e:Ny1 review: Dull looks conceal an electric performer

Not since the BMW i3 had we seen anything as fresh in design, with such quirky characteristics and sheer joie de vivre. The truth, of course, was that it had a terrible range and was hugely expensive for a car its size and thus it never sold in any great numbers.

But it made a hell of a statement about what Honda might do next. After all, if their first electric was this imaginative, then what would the follow-up be like?

By comparison, the e:Ny1 (curious name, but more of that later), is pretty dull, a small-ish compact SUV that has little design flair and which will not draw a crowd for its looks.

It does, however, drive really well and the best thing is that it is a terribly pessimistic car, by which I mean that while it does not boast a huge range, it is hugely honest.

Most electrics are ‘optimistic’, in that they will state a range, but when you put them to the test, their estimation of their own capabilities is wildly enthusiastic.

The e:Ny1, when fully charged, tells you its range is 420km and it is not lying. It does not tell you that the range is 420 km and, 20 minutes later after a quick blast out and back, on, say, the M8, inform you that there’s only 175 left. No, it will tell you that you’ve 360km left and it’s not kidding.

It is a rarity to find such an honest electric car and for that one characteristic, it probably deserves some sort of an award.

Why is it called the e:Ny1? The car is built on Honda’s new ‘N’ platform for electrics, the ‘e’ tells us it is electric, the ‘e:Ny’ stands for ‘energise yourself,’ while the ‘1’ indicates that this is the first one.

Alternatively, you could simply read ‘Ny1’ as ‘anyone’.

The car is a small SUV with a tight-ish range and the combination of these two things suggests that, like the Volvo EX30, which we reviewed recently, it is aimed at urban drivers who don’t want to fooster around with charging stations.

The 68.8 kWh battery is bolted to the floor and a 150-kW front-axle motor provides 200 bhp, while top speed is 160 km/h and the 0-100 km/h is achieved in 7.6 seconds.

There’s nothing revolutionary about the set-up and the charging will only accept a maximum DC speed of 78-kW, which is somewhat behind the 350-kW of, say, a Kia EV6.

That means the Honda will take 45 minutes to charge from 10 to 80%, rather slower than the 18 minutes it takes the Kia to perform the same task.

Honda maintains, however, that this is linked up to its forthcoming e:Progress charge-management system, which will eventually save customers money and reduce their carbon footprint.

This is all down the road a little, when bi-directional chargers will be de rigeur. They will save punters a lot of money annually. Honda’s electric system is geared up for all that.

As I said, the e:Ny1 is dull to look at, compared to the eHonda and even the CR-V and HR-V models. This car has a lot in common with the HR-V, especially looks-wise

The electric is slightly longer and taller, but the wheelbase is shorter than the HR-V’s; the doors carry over from one to the other and with the rear door handles incorporated into the frame, both cars appear to be three-door, while they are actually five-door.

There’s a surprising amount of room in the rear, although the boot is a tad cramped and the whole interior is beautifully appointed. Everything is screwed together in the premium manner you’d expect from a Honda, although some of the materials are a touch low rent, spoiling an otherwise pleasant experience.

Indeed, the seating is top notch, – supportive and comfortable, and the levels of tech are excellent. However, I was not that impressed with the portrait touchscreen, which controls most things.

The screen is divided into three — top, middle, and bottom — with the top third looking after the infotainment and Android Auto or Apple Car Play; the middle third dedicated to the in-car functions with displays, including battery usage; and the lower third controlling the climate.

It sounds good, but in practice I found it confusing and distracting and not that user-unfriendly, because it took too much time away from looking at the road to get anything done.

There is an excellent, 10.5” digital instrument binnacle in front of the driver and it is a mine of information, much of which is also contained on the centre display, so there was also an element of duplication.

Now, all of the above might sound like damnation by way of faint praise, but I got on really well with this car and the central screen’s issues were the only off-putting ones. Overall specification is good and the ‘Elegance’ version we tried comes with many bells and whistles.

Its performance and its abilities on the road fall into the ‘exemplary’ category. Smoothness is the order of the day and even the throttle response has been tailored so there is no ’on/off’ feel when accelerating and the steering and suspension give off a vibe of unremitting smoothness.

There are three drive modes — Eco, Normal, and Sport — but given the relaxed nature of the car and the way it drives, only the first two need to be engaged.

The Sport mode only seems to confuse what is otherwise a very relaxed drive.

Handling is accurate and the ride is comfortable and the car’s torsional rigidity is highlighted by the lack of roll or lean in corners.

But the mere fact it is an honest broker about its range was the most striking thing about the e:Ny1 and that meant it was a car that can be trusted.

Not many electrics can say the same. Sure, it’s not the cheapest, but, then, which EV is? It is possibly not the most dynamic car Honda has ever made, but it’s a very impressive stepping stone and there will be better down the tracks: Be sure of it.