Honda e:Ny1
MODEL TESTED: e:Ny1 150kWh Advance PRICE: £47,195 POWERTRAIN: 1x e-motor, 68.8kWh battery, 201bhp
IT ’S fair to say that our initial impressions of the e:Ny1 were lukewarm, and a large influence on our three-star rating was the whopping £47,195 price tag of top-spec Advance trim. That’s the car we’re testing here, but some very punchy finance deals have made the Honda much more tempting. Is that enough to turn things around?
Tech highlights
WHILE the car’s name is all new, the e:Ny1 looks a little familiar. That’s because, for Honda’s second attempt at an electric vehicle, it hasn’t quite started from scratch. Instead, the e:N Architecture F that is suitable for a range of front-wheel-drive electric vehicles is a heavily adapted version of an internalcombustion platform. The changes have enabled Honda to fit a 68.8kWh battery under the floor and house a single electric motor between the front wheels; the motor produces a healthy 201bhp and 310Nm of torque.
Cosmetically, the e:Ny1 shares plenty with the HR-V crossover, from the angular headlights and sloping roofline towards the back end and rear doors with handles integrated into the C-pillars. The two SUVs are virtually identical when it comes to width, height and wheelbase, with the EV stretching a negligible 47mm longer than the hybrid model that gave the Kona Hybrid a run for its money earlier this year (Issue 1,815).
SAFETY: Euro NCAP hasn’t yet tested the e:Ny1, but the HR-V scored four stars back in 2022, as did the larger ZR-V in 2023, while the Jazz and Civic, which share tech with the e:Ny1, scored five stars when they were tested in 2020 and 2022 respectively.
Most safety kit is standard on even the base Elegance trim, but the Advance also benefits from side parking sensors to further reduce the risk of low-speed scrapes.
AROUND TOWN: Typical of many Hondas, the basic controls are beautifully judged. The steering is fairly light but precise, while the brake pedal is well weighted and offers a seamless transition between deceleration by regenerative braking and the physical action of the pads squeezing the discs. The regen can be adjusted via paddles on the steering wheel, but even in its strongest setting, it’s very weak.
A & B-ROADS: At 7.7 seconds, the e:Ny1’s 0-62mph time is spot on for this segment, but the way it deploys that power is much less impressive. In all but warm, bone-dry conditions, it’s too easy to light up the front tyres with wheelspin – and it’s worse if there’s even a small amount of steering lock applied.
At low speeds that means if you’re just the slightest bit clumsy with your inputs, you’ll seem a little obnoxious when pulling out of a junction. But on a twisty road, if you’re too keen to jump on the throttle when exiting a corner, you can risk the front wheels ploughing into dramatic understeer.
With the most delicate right foot, the Honda’s chassis reveals itself to have a neutral balance with minimal body roll, though.
MOTORWAY: The 18-inch wheels of our test car caused quite a lot of fidget at all speeds. More surprising is the noise from the motor, which emits a noticeable whine that is still audible at 70mph. On the overwhelming majority of rivals, any high-pitched noises that can be heard fade out at much lower speeds.
“With a delicate right foot, the Honda’s chassis reveals itself to have a neutral balance”
Ownership
INSIDE, the e:Ny1 greets you with a vast central touchscreen. We’ll go into further detail in the infotainment section (page 78), but most of the car’s secondary functions, including the climate controls, are located on that display, which isn’t as intuitive to use on the move as a set of physical controls. It’s a shame, because its hybrid cousin, the HR-V, still has dials and buttons, and they feel expensive and well damped, so an element of tactility that Honda can do so well is lost.
This test took place during a week of the kind of very cold weather that takes the edge off an EV ’s efficiency. But while the relatively low numbers in this test are something of a worst-case scenario, the Honda’s 2.4mi/kWh is still some way behind the class average. At those figures, the e:Ny1 will only be able to cover 165 miles between charges.
Like the Honda, the Hyundai was affected by the cold weather. A useful point of reference is the Kia Niro EV that took part in a recent test against the Volkswagen ID.3 and Jeep Avenger (Issue 1,818). Despite it sharing similar mechanical tech, the Kona averaged 3. 2mi/kWh compared with the Kia’s 3.9mi/kWh in fairer conditions.
A standard-fit heat pump helped to mitigate any efficiency drop-off in the Kona. You’d only lose five miles of predicted range from a full charge if you turned the heater on, but if you want to stay warm in the Honda, things get worse. Here, it slashed the overall range from an indicated range of 181 miles at 100 per cent to just 134 miles.
STORAGE: Honda has furnished the e:Ny1’s cabin with plenty of cubby space. The glovebox is large, the front occupants get two deep cup-holders and the wireless smartphone charging space is roomy. The bin beneath the central front armrest is ideal for hiding away smaller valuables if necessary. The only minor gripe is with the door bins; the front ones are small and there aren’t any in the back.
Practicality
INTERIOR space is something of a mixed bag for the Honda, with excellent legroom compromised by below-average headroom and boot space.
REAR SPACE: Back-seat kneeroom is one of the most impressive aspects of the e:Ny1’s interior. Against the tape measure it’s almost identical to a Volkswagen Touareg, which makes it easier to forgive the fact that the seat base is set quite low relative to the floor.
The seats are soft and comfortable and are more supportive than the Kona’s, but the sloping roofline means that headroom is a little tight for a car in this class.
BOOT: Legroom has come at the expense of boot space, because a 344-litre volume is towards the lower end the class. The load space is a little irregular; the floor tucks in around the inner wheelarches and at 703mm, the load lip is high.