Toyota Prius cedes Japan car market leadership to Honda Fit in Jan.

TOKYO (Kyodo) -- Toyota Motor Corp.'s Prius hybrid surrendered its leadership in Japan's passenger car market in January for the first time in 20 months, with Honda Motor Co.'s subcompact Fit likely to capture the top slot, industry sources said Tuesday.

Overall vehicle sales in January, excluding minivehicles with engines of up to 660 cc, tumbled 21.5 percent from a year earlier to 187,154 units, falling for the fifth consecutive month, the Japan Automobile Dealers Association said the same day.

While sales of the Prius began falling year on year after the government subsidy program to promote eco-friendly car purchases ended in September, Fit sales have been robust due to the launch in October of a hybrid model with a starting price of 1.59 million yen, the most inexpensive in Japan among vehicles powered by electric motors and gasoline.

The sales rankings do not include minicars, but the Fit is likely to have become the front-runner in January for the first time since December 2007 even if minivehicle data are included, the sources said.

In January, Fit sales totaled about 15,000 units, up around 10 percent from a year earlier, with Prius sales at some 14,000 units, down an estimated 40 percent, according to the sources.
The Prius apparently lost some of its potential buyers to Toyota's all-new, fuel-efficient Vitz subcompact, which hit the market in December.

Among best-selling minivehicles, Daihatsu Motor Co.'s Move and Tanto sold some 9,000 units each between Jan. 1 and 28, and Suzuki Motor Corp.'s WagonR about 8,000 units, according to the sources.

The official sales rankings data are due to be released by the Japan Automobile Dealers Association and the Japan Mini Vehicles Association on Friday.

In January, passenger car sales excluding minicars dived 23.8 percent from a year earlier to 167,574 units. Cargo vehicle sales climbed 7.5 percent to 18,863 units, while bus sales tumbled 25.5 percent to 717 vehicles.

Source;
http://mdn.mainichi.jp/mdnnews/business/news/20110201p2g00m0bu085000c.html

Car Advice: Honda Insight VTi-L v Toyota Prius: hybrid car comparison

Here is probably the most comprehensive comparison between these two Hybrids that I've ever seen....
http://www.caradvice.com.au/96626/honda-insight-vti-l-vs-toyota-prius-hybrid-comparison/

Conclusion

The 2011 Honda Insight VTi-L is the car for you if:
-You want a safe compact car with an impressive standard features list
-You don’t have a burning desire to drive in fully electric mode
-You think you’ll get a kick out of driving efficiently and growing digital dashboard trees
-You want to pay for the vehicle now and are not considering financing it

The 2011 Toyota Prius is the car for you if:
-You have fuel efficiency and low emissions among your top priorities
-You would prefer a little extra space and performance
-You can live without satellite navigation, a USB port and other practical gadgets
-You are planning to finance it

2011 Honda Odyssey Touring Elite vs. 2011 Toyota Sienna XLE Comparison Test

Excellent comparison done by Inside Line, I included the final part of the artical....


Crowning the Ultimate Minivan
Though they have different personalities, the 2011 Honda Odyssey Touring Elite and 2011 Toyota Sienna XLE both offer smart, relevant designs in packages that go a long way toward accommodating every possible desire of the modern family. There isn't another vehicle class that's so singularly focused on the very details that make it perfect for the target customer.

Sure, some say the 2011 Honda Odyssey looks like a side-by-side refrigerator-freezer. Others criticize its beltline hitch and not-so-subtle door-slider track, but whether you're talking about seating configuration or slalom performance, the Honda Odyssey Touring Elite is the ultimate minivan of 2011.

Sienna detractors might say it looks like a hospital gurney with a satin sheet thrown over it, and that it handles like a gurney to boot. However, if you're looking for an extremely low-impact, smooth and quiet minivan (or one with a four-cylinder engine or all-wheel drive), there's good reason to consider a 2011 Toyota Sienna.

The Odyssey Touring Elite is the better overall value, though, as its boatload of features easily offsets its price disadvantage versus the Toyota Sienna XLE. Moreover, the Honda's road manners will win the heart of any car-guy-turned-family-man. Forget crossovers. The 2011 Honda Odyssey Touring Elite is the closest thing there is to an eight-passenger sport sedan.

Source;
http://www.insideline.com/honda/odyssey/2011/2011-honda-odyssey-touring-elite-vs-2011-toyota-sienna-xle-comparison-test.html

2011 Honda Odyssey VS 2011 Toyota Sienna

Here's a quick review on two really good vans....

2011 Toyota Sienna vs. 2010 Honda Odyssey Minivan Comparison

Here's a really good read comparing the brand new redesigned Toyota Sienna and the current (and about to be redesigned) Honda Odyssey, don't forget when reading this comparo, the Honda Odyssey hasn't really changed since 2005! - It's remarkable how well it still stacks up to the 2011 Sienna! Both are really nice vans....
Style and stigma be damned, this is a minivan test. A test of utility and usability. A test of family hauling and cargo carrying. A test where practicality overshadows pride. Specifically, it's a comparison test of the 2011 Toyota Sienna and 2010 Honda Odyssey, both vying to be recognized as the warrior queen of the minivan segment. And it's a test any real man should read with honor.

Though the minivan is an unpretentious standard of reference in family haulers, it is still the most practical vehicle in this role. Easier to drive than an SUV or a crossover, a minivan will not only carry more kids and cargo but also shame SUV-style competitors at the gas pump. Equipped with a reasonably powerful V6 engine, the minivan even offers a modest, although useful, towing capacity. Love them or hate them, there's no arguing with the minivan's cost/benefit ratio. Real men will acknowledge this, social stigma or not.

Both the Toyota Sienna and Honda Odyssey have been winners in our previous Inside Line minivan comparison tests. The current-generation Odyssey has prevailed in these comparisons for more than three years, although this five-year-old design from Honda is due for replacement next year. Meanwhile, the fully redesigned 2011 Toyota Sienna has come to the market with a barrage of features, a new transmission and a kickass, take-no-prisoners attitude. OK, we fabricated that last bit to keep the men reading, but even a glance at the new Sienna makes it obvious that Toyota has Honda directly in its sights.

Sorting out which of these minivans is best is the role of our scoring system, which weights the final result according to price (20 percent), fuel consumption (15 percent), feature content (25 percent), a 29-point evaluation by the editors (20 percent), performance (15 percent) and finally editorial preference (5 percent).

The Players
Both vans in this test are top-of-the-line, front-wheel-drive examples. This 2010 Honda Odyssey is a Touring model, which comes with standard equipment that includes eight-passenger seating, leather seat upholstery, a navigation system, a premium audio system, rear-seat entertainment and much, much more. It also comes with an as-tested price of $41,465.

The list of standard equipment in the 2011 Toyota Sienna Limited is more impressive. Among its features are 18-inch tires, keyless ignition/entry, a JBL 10-speaker premium audio system and Toyota's Safety Connect telematics. This particular Limited also came with the $1,800 Limited Convenience package, which adds rain-sensing wipers and high-intensity-discharge headlamps. It includes the $890 Advanced Technology package, which brings adaptive cruise control, a pre-collision preparedness system and hill-assist control. These amenities raise the Sienna's as-tested price to $41,990, some $525 more than the Odyssey. But from a price standpoint this is a fair fight.

In truth, both these vans are as laden with features as most luxury cars. In fact, each carries such a comprehensive list of features that we found it difficult to differentiate one from the other. For example, the list of features common to both includes such elaborate convenience items as triple-zone climate control, power liftgate, back-up camera and sensors, multiadjustable power seats with memory and hands-free Bluetooth connectivity.

By the Numbers
When it comes to the shadow these two eight-passenger vehicles cast on the pavement, the dimensional differences don't make much of a difference. Surprisingly, the older 2010 Honda Odyssey is the longer overall of the two by 1.9 inches (and here we thought all new cars were getting bigger). When it comes to wheelbase, however, the Sienna's 119.3-inch measurement exceeds the Odyssey's 118.1 inches. And even though it has more features, the Sienna weighs less than the Odyssey, some 4,586 pounds versus 4,612 pounds.

Not that anyone who buys one will care too much, but both the Odyssey and Sienna are powered by a 3.5-liter V6 engine. Honda rates its power plant at 244 horsepower at 5,700 rpm and 245 pound-feet of torque at 4,900 rpm, and the Odyssey utilizes a five-speed automatic transmission to put that power to the ground. The Sienna's V6 (a four cylinder is optional) cranks out more power than the Honda with 265 hp at 6,200 rpm and 245 lb-ft of torque at 4,700 rpm. A new six-speed automatic with a manual-shift feature is standard for the Sienna.

The Seating ShowdownHere's where this test is won or lost. It's in these details that the soccer moms of the world decide the fate of the minivan. And it's here where the aging Honda still holds its own.


Largely, this is because the Odyssey's interior design has so much space-efficiency and practicality that its utility hasn't been surpassed by any important advances in vehicle architecture. Eight-passenger seating capacity isn't unique to the Odyssey (the Sienna offers it as an option), yet we've found that it offers a small but useful margin of utility for occasional duty. The center seat in the second row is small, but it quickly transforms into a center console with cupholders or can be removed to make pass-through space between the seats.

The 2010 Honda Odyssey's lightweight, simple-to-remove second-row seats also offer a measure of utility unavailable in the Sienna Limited. With the center seat/console removed, they can slide together to improve ease of access to the third row through the passenger-side door. They weigh 62 pounds each and can be removed by anybody with a reasonably strong back.

In contrast, the 2011 Toyota Sienna Limited comes standard with second-row "lounge seating," which means that its two second-row seats are reclining captain's chairs with footrests that extend. These recliners were comfortable, but you have to be the right size, and any of our editors taller than 5-foot-9 disdained them. If you're a little too big, then you find your shoes resting against the front seatbacks, and if you're really big, your feet just won't fit anywhere at all.

Still, the Sienna's seats are mounted on sliders in the floor, so they can be moved very far forward to provide easy access to the third row. At the same time, we found that doing so requires so much effort that it probably can't be done by a child. These seats also weigh 76 pounds each — enough to probably preclude their removal unless you're desperate.

B-List SeatingThe third-row seats in both the Odyssey and Sienna vans are split 60/40 and fold flat into the floor. When the seats were deployed, we found the Sienna's third-row legroom more accommodating than the Odyssey partially because its second-row seats have a long range of fore/aft adjustability and partially because there's simply more space.

Folding these third-row seats into the floor is a very different procedure in each of these vans. In the Odyssey the act requires a two-handed reach-and-pull technique and significant effort. Even an average-size male has to lean far into the van and pull the seats upright, which is a bit of a balancing act. Still, only about 4 seconds are required to drop one side of the seat into the floor.

The Sienna's power-operated third row deploys in 18 seconds, although you have to reach up to the top of the hatch where the button is and then hold it down. It takes just 11 seconds to stow one side of the split seat, and double that time or use both hands if you want both sides stowed. Anyone dealing with children will likely prefer this power-operated feature over the Honda's manual operation, so score one for Toyota.

Other back-of-the van observations? Both the Odyssey and the Sienna have a power-operated hatch that opens in about 7 seconds and closes in about 10 seconds, both have 12-volt outlets in the rear cargo area and both offer six grocery bag hooks in the seat-well cargo hold.

Practical Matters
If you don't like beeps, then stay as far from the 2011 Toyota Sienna as possible. It beeps any time a power-operated door is opened or closed. It beeps when the seats are stowed or deployed. And it beeps should its driver dare to maneuver remotely near anything while parking. There's also a delay when you remotely open its side and hatch doors, as if it's asking, "Are you sure?" We were sure every time.

Meanwhile, the Sienna's modern interior design is welcome. Large, easy-to-read and intuitively arranged buttons scored points over the Odyssey's older design.
Both vans offer an immense amount of interior storage. The Odyssey's dual door pockets seem like an ideal design in a vehicle with such vast interior space and the possibility of carrying so many people and their stuff. The Odyssey also scores for its storage bin in the second-row footwell, a concealed compartment that can keep large items (like a purse) out of sight. But the Sienna fought back with massive glovebox space, something the Odyssey lacks.

By virtue of an exterior design that has a lower waistline, the 2010 Honda Odyssey offers better visibility front and rear. Its materials look slightly dated, but they compare well with the Toyota Limited's use of fake wood trim. We doubt it's a coincidence that the small fitment defects we saw in this pre-production Sienna were the same as those we've seen in production Toyotas.

Behind the WheelToyota has changed its approach to ride quality in the Sienna compared to the other family-oriented vehicles in its product lineup. It doesn't float down the highway and instead stays settled on the road, and the result inspires far more confidence. But don't get us wrong, there's still a huge emphasis on comfort, something we found agreeable except when rolling across the sort of choppy concrete slabs you find on overused freeways, especially here in California. Despite its long wheelbase, the Sienna's ride is too busy over such surfaces.

For all the Sienna's newfound emphasis on driving dynamics, the Honda Odyssey remains the leader when it comes to the way a minivan should drive. Though the Odyssey is massive, it still drives like a car in a way that no other manufacturer can achieve. There's a sublime balance between comfort and just enough control to feel safe and reassured. Honda has nailed the subtleties.

Of these two minivans, only the 2011 Toyota Sienna has a gated lever for its six-speed transmission, something that lets you more precisely control engine braking, which is very useful in a vehicle that's likely to be driven while heavily loaded.

PerformanceThe Sienna V6's extra 20 ponies turn up in full force in acceleration tests, where Toyota's minivan scoots to 60 mph from a standstill in only 7.9 seconds (7.6 seconds with 1 foot of rollout like on a drag strip). The quarter-mile is also dispatched quickly, some 15.8 seconds at 90.5 mph. This performance is considerably quicker than that of the Odyssey, which requires 8.8 seconds to reach 60 mph (8.5 seconds with 1 foot of rollout like on a drag strip) and goes through the quarter-mile in 16.6 seconds at 84.8 mph.

The braking distance required to stop from 60 mph is much the same for these two minivans, with the Toyota coming to a stop in 127 feet, some 3 feet shorter than the Odyssey. The real story, however, isn't that the Sienna stopped shorter. Rather, it's that after only four stops the Odyssey's brake pedal went soft and stopping distances began to increase. In fact, the Odyssey's brake pedal action subsequently became so soft that it dramatically compromised effectiveness. If driving on mountain roads is a common experience for you, the Toyota Sienna's braking performance should sway you.

What the 2010 Honda Odyssey lacks in straight-line gusto it makes up for through our 600-foot slalom course. Its fastest run of 61.7 mph is 1.1 mph faster than the Sienna, which has a very aggressive calibration for its stability control system. More important, the Honda's conventional hydraulic-assist power steering proves well weighted in its effort level and offers intuitive action and feel, while the Sienna's electric-assist system makes the steering feel numb, particularly off-center where it lacks feedback.

Neither van allowed its stability control to be fully disabled — a trait that was most obvious on the skid pad. Here the Toyota's larger 18-inch tires helped it produce 0.77g in lateral acceleration versus the Odyssey's 0.74g performance.

Fuel consumption was a virtual wash between the two. Over the course of more than 1,000 miles, the Sienna nudged the Odyssey by an insignificant 0.1 mpg, 20.5 mpg versus 20.6 mpg.
You Can't LoseBoth these vans are immensely capable and neither exhibits any significant shortcomings. In other words, you'll be making a solid choice with either one. But there can only be one winner. And in this case, it's the 2011 Toyota Sienna.

There's no arguing with the Sienna Limited's high-value features when one considers the relatively minor $525 premium you'll pay for them. Most of these — like iPod integration, adaptive cruise control and keyless ignition/entry — are just examples of the latest convenience technology and will likely be available on the new 2011 Honda Odyssey next year. The quality of the Sienna's interior isn't as nice as we'd like, but what it lacks in materials quality it more than makes up for in design. Then there's the fact that the 2011 Toyota Sienna has a power advantage over the 2010 Honda Odyssey, yet still matches the Honda's fuel-efficiency.

Though it might not be the vehicle of every man's dreams, the 2011 Toyota Sienna is simply the best value in minivans sold today. At least until next year. (2011 redesigned Honda Odyssey!)

The manufacturers provided Edmunds these vehicles for the purposes of evaluation.

Source;
http://www.insideline.com/toyota/sienna/2011/2011-toyota-sienna-vs-2010-honda-odyssey-minivan-comparison.html

Benchmarking Shows Toyota, Honda Follow Different Paths to Hybridization

LYON, France –Toyota Motor Corp. and Honda Motor Co. Ltd. are the global hybrid leaders, together controlling 70% of the market, but a benchmarking teardown of their hybrid-electric vehicles gives a detailed view of the auto makers’ different strategies.

While Toyota has worked to constantly improve hybrid performance, Honda’s strategy has been to reduce cost, says Antoine Chatelain, director of Mavel SA’s Mavtech subsidiary, which recently presented an overview of the Toyota Prius, Honda Civic Hybrid and Insight at the French consultancy’s technical center here.

The ’09 Insight is less hybridized than the ’05 Civic Hybrid, Chatelain says, noting the Civic has electric air conditioning and regenerative braking, which the Insight lacks.

In contrast, the third-generation Prius is bigger than the Insight but has lower fuel consumption and is equipped with regenerative braking and two electric motors.

Although Ford Motor Co., General Motors Co. and Nissan Motor Co. Ltd. all have launched hybrid vehicles, they trail Toyota and Honda by far. Toyota has sold 1.1 million Prius HEVs worldwide, while Honda has delivered 200,000 Civic Hybrids.

Both the Prius and Insight are based on internal-combustion platforms: the Prius on the Auris/Avensis architecture and the Insight on the U.S. version of the Honda Jazz (Fit). The Prius weighs 156 lbs. (71 kg) more than the gasoline Auris, while the Insight weighs 159 lbs. (72 kg) more than a Jazz/Fit with the same engine.

“Toyota is weight-oriented, and Honda is cost-oriented,” Chatelain says. Not counting the hybridization, the changes made to the Prius platform shaved 32.6 lbs. (15 kg) of mass; while changes made to the Jazz platform for the Insight added 30.4 lbs. (13.8 kg).

The two hybrids have a different instrument cluster, rear seat, tailgate, windows and smaller gas tank than conventional gasoline models on the same architecture. The Prius has an electric A/C compressor and water pump, “green” tires, a different parking brake pedal, tailgate and windows. The Insight has a specific crankshaft and HVAC block, and bigger wheels.

Takahuru Echigo, who works for Honda Engineering Co. Ltd. in Swindon, U.K., confirms reduced cost was a key goal in the Insight’s development but notes performance also was a factor.
Power density nearly has doubled since 1999 when the first Insight was introduced and costs are down 60%, he says. The electric motor of the new Insight is 15% lighter than that in the Civic Hybrid, with power density increased 24%.

INRETS, a French research academy, projects the number of hybrids sold annually could reach 1 million in 2011, 2 million by 2014 and 5 million by 2020. In 2007, sales totaled 500,000 units.

“The growth of sales should be principally in mature markets, where clients have higher buying power,” says Jean-Bruno Monteil, director of material studies at Mavel. “Awareness of environmental issues is less in developing countries, and the complexity of hybrid drive discourages buyers in emerging markets.”

Mavel also believes virtually all European cars will soon have stop/start capability.

“Stop/start is not very expensive, and hybrids are expensive,” says Mavel’s Jean-Michel Prillieux. “Stop/start is not a hybrid. Cars have had electricity on board for years, with starter motors and headlights. Stop/start is a new electric feature, like ABS (antilock braking systems or EPS (electronic stability program technology).”

In Europe, gasoline hybrids have fierce competition from diesels. The Insight has a carbon-dioxide emissions rating of 101 g/km.

The Ford Focus Econetic with a diesel engine is rated at 115 g/km, and an industry engineer says it costs only about €20 ($30) to convert a conventional 1.6L diesel Focus into a higher-mileage version with a plastic underbody shield, better engine oil and environmentally friendly “green” tires.

The cost to consumers to save a gram of CO2/km is cheaper with a mild gasoline hybrid, such as the Insight, rather than a full hybrid Prius.

In Germany, a Civic Hybrid costs €23,000 ($34,312) and emits 110 g/km of CO2, while a conventional Civic is priced at €20,050 ($30,584) and emits 154 g/km, costing hybrid customers €67 ($100) for each g/km reduction.

A gasoline Toyota Auris costs €19,000 ($28,340) and emits 154 g/km of CO2, while a third-generation Prius is priced at €25,000 ($37,290) and emits 92 g/km, costing hybrid customers €97 ($145) for each g/km reduction.

Mavel’s benchmarking studied the materials used in the cars in detail, and because it has torn down dozens of vehicles, it is able to compare the hybrids’ material usage with an average midsized European car.

The Insight uses 64% ferrous material, more than an average European car. The third-generation Prius is the leader in aluminum use, at 12%. The Prius has an aluminum hood and tailgate as part of its weight-saving strategy, says Bernard Thiebault, Mavel’s director of automotive body benchmarking.

Hybridization has little impact on the bodies of the hybrids, the executive says, noting there is no impact on passive safety but slightly additional weight for battery fixation. The principal design changes to improve performance are aerodynamics on both cars, and mass reduction on the Prius.

Juan Manuel Pedrero, marketing manager for the Spanish consultant, Robotiker Tecnalia, says the U.S. and Japan are ahead in developing electrification technologies, but after a slow start, Europe is pushing hard with a €93 million ($139 million) budget to support cooperative projects next year.

The projects are to be aimed at developing sustainable surface transportation and a 20% reduction in CO2 emissions by 2020.

A European Union document states: “The 2010 call places greater emphasis on breakthrough research aiming at radically new approaches able to respond to societal need in a time horizon of 2015-2020,” when the transport system no longer will be completely reliant on fossil fuels.

Source;

http://wardsauto.com/ar/toyota_honda_hybridization_091130/

2010 Honda Insight vs. 2010 Toyota Prius

With its Prius, Toyota has dominated the hybrid scene for the last five years. The Prius has even been used to transport movie stars to the Oscars. But just in time for its 2010 model update, Honda comes along with a scrappy little competitor. Honda got in on the hybrid game early, too, but hasn't been as successful as Toyota. It's first Insight, a high mileage hybrid two-seater, was discontinued in 2006. For 2010, Honda comes out with a brand-new Insight that looks nothing like its namesake. Instead, it's a four-door hatchback, just like the Prius. At the starting gate, we know the Prius gets better mileage, while the Insight costs less, but how will these hybrids fare against each other through the entire course?

It's time for these contenders to raise their green gloves and come out fighting.



Here is where the article starts;
http://reviews.cnet.com/4370-10863_7-842-103.html?tag=mid_container;pf_left_nav

Winner: 2010 Honda Insight

The Honda Insight upsets the Toyota Prius in a tie-breaker decision. We knew this would be a close one, but we didn't expect it to get this close. For the tie-breaking vote, Antuan and Brian decided they just couldn't live with the Prius' anemic acceleration on a daily basis, and would rather live with the less economical Insight.

Sales Watch: Honda Accord sales creeping up on Toyota Camry?

While the Honda Accord dominated the 1990s, it has been virtually all Toyota Camry in the new century. Yet a look back at the first six months of 2009 shows that the newer, larger Accord is continuing to gain ground on its chief rival. Camry sales have so far remained top in its segment, with 150,242 sales in the first half of the year. The Accord isn't far behind, though, as it has amassed 131,143 sales through June; only 19,199 behind Camry.

Wards Auto reports that the Accord's gains have been consistent over the past three years, as the sales gap went from 94,004 in 2006 to 80,877 in 2007 and 63,828 in 2008. With sales deeply depressed so far in 2009, though, the numbers can be a bit deceiving. Still, the Camry has seen a 37.4% drop in sales, as compared to 36.3% for the Accord.Toyota told Wards that one reason for the Accord's improved sales verses the Camry are increasing incentives on the full-size Honda. According to Edmunds, the Accord's April incentives increased four-fold verses the automaker's April, 2008 numbers. Even more interesting is the fact that cash on the hood has increased since April, hitting $2,183 in June. The Camry, on the other hand, had $1,538 on the hood last month; down over $400 compared to May.

Source;
http://www.autoblog.com/2009/07/16/sales-watch-honda-accord-sales-creeping-up-on-toyota-camry/

Car and Driver: 2010 Honda Insight vs. 2010 Toyota Prius, 1998 Chevy Metro

1998 Chevy Metro?!? Why not a reeaaal car, 1982 Pontiac Acadian!

The two latest mileage maestros—and the, uh, old Chevy Metro—will knock you stiff via tranquility, especially if you drive there.
BY JOHN PHILLIPS, PHOTOGRAPHY BY J.G. RUSSELL July 2009

What we have here is an official C/D comparison test in which the photo vehicle, a Honda Pilot, proved far quicker than any of our contestants. These cars make you feel guilty about eating red meat. Convicted road ragers should be forced to do time in any of these three.

Both hybrids here are brand-new, if not all-new. The Honda Insight, which made its debut in 1999, has undergone the most radical transformation, gaining one cylinder, 25 horsepower, a back seat, and a shape that no longer resembles a tadpole in a spandex body wrap. In fact, what the Insight looks like is the Prius but with a smiling-fish grille instead of the Toyota’s frowning-fish grille.

We drove these mileage maestros on a 600-mile odyssey—a mix of interstates, country two-lanes, urban loops, and hilly whirligigs. The route led us from Ann Arbor through Columbus and ultimately to the southern Ohio towns of Knockemstiff and Tranquility via a side trip to Serpent Mound, a six-foot-tall earthen replica of a huge snake that was either produced by Native Americans 1000 years ago or by a ’50s-era farmer with a strong John Deere and an even stronger sense of humor.

There were no driving rules. Eco mode was not mandated. Using the air conditioner was legal. So were jack-rabbit starts and dangerous cornering speeds, neither of which we were able to accomplish. In short, we drove as we always do, trying to eke out some fun, and our observed fuel-economy figures reflect that. Indeed, that was the whole point of this test—to drive these things the way we’d drive regular cars. The regular-car control group was represented here by a 1998 Chevrolet Metro, and it was exceedingly regular. Funny that both hybrids’ consumption computers were optimistic—the Prius’s by 4 mpg, the Insight’s by 3 mpg. Final note: Knockemstiff didn’t. Tranquility was.

click on the appropriate link to find out the results:
Third: 1998 Chevrolet Metro

Second: 2010 Toyota Prius

First: 2010 Honda Insight

Source;
http://www.caranddriver.com/reviews/comparison_test/hatchbacks/2010_honda_insight_vs_2010_toyota_prius_1998_chevy_metro_comparison_test

Prius vs. Insight: A clash of corporate cultures

TOKYO--Few cars better embody the wide divergence in the corporate cultures of Toyota and Honda than these two hybrids.

In one corner is the Honda Insight--a case study in utilitarian expedience. It's powered by a simplified four-banger with an electric motor adding just enough oomph to cut down on trips to the pump. It sports a plasticy, no-frills interior and poaches parts from sister models.
In the other corner is the redesigned Toyota Prius--a paragon of engineering excellence. It pushes the envelope with an ingenious planetary gear transmission, outstanding fuel economy and snazzy options such as solar panels. The car that made hybrids famous carries a first-class sticker price to match.

For better and worse, the redesigned Prius and Insight exude the distinct corporate identities that gave them birth. The result is as much a battle of the automakers' business philosophies as a two-car rivalry.

Faultless Toyota Motors reached new technological heights but drifted into cost creep, a risky trend in a recession. Penny-pinching Honda Motors did a lot with a little, churning out a low-budget hybrid that can't match its rival's specifications.

Pricing policies
The redesigned 2010 Toyota Prius goes on sale in the United States in late May with a base price of $22,750, including freight. The price of the top-trim Prius will be $28,020. Later this year, a stripped-down base model will be offered for $21,750.

The Insight, by contrast, starts at $20,470 and climbs to $23,000, fully loaded. Toyota's aggressive pricing of the third-generation Prius may pressure margins again. Says Takaki Nakanishi, an auto industry analyst at JPMorgan: "It will be difficult to make a profit at the lower grades."

Honda and Toyota share a reverence for the principles of kaizen--or continuous improvement--and just-in-time manufacturing. But their subtle differences are best summed in Honda's pragmatism versus Toyota's perfectionism.

Pragmatism versus perfectionism
"Honda always has to prioritize what they can and can't do because they just don't have the resources of Toyota," says Tatsuo Yoshida, an auto analyst with UBS Securities in Tokyo. "If they tried to follow Toyota on development, it would be like committing suicide."
Take mileage. Honda was satisfied with a respectable EPA rating of 40 mpg city/43 highway for the Insight. But the Prius reached for and attained an eye-popping 51/48.

Honda got there by simplifying an existing 1.3-liter engine to two modes of variable valve timing, instead of three. It chose a one-clutch drivetrain instead of a two-clutch version. That reduced the efficiency of regenerative braking but was cheaper.

The lowest trim-level Insight lacks such staples as cruise control and stability control.
In aerodynamics, the Insight has a 0.28 drag coefficient. Good, but not even as good as the Honda Civic's. Yasunari Seki, the chief engineer, was ordered to poach body structure from the Honda Fit compact, a move that limited aerodynamic improvements and also resulted in ho-hum styling. In fact, attention to styling is such an afterthought at Honda that the company doesn't have a companywide design chief.

The pursuit of expedience is echoed in Honda's aversion to full-sized trucks and V-8 Acura offerings. Honda can't be all things to all people so it compromises with the car-based Honda Ridgeline and a V-6 Acura. They may not be best-in-class, but they leverage Honda's strengths.
"We believe it fits with the culture of our company, where we want to build environmentally friendly cars that get good gas mileage," says Dick Colliver, who retired recently as executive vice president of sales at American Honda Motors "You don't have to have a V-8 engine to be Tier 1."

High-tech luxury
Meanwhile, Akihiko Otsuka, Toyota's chief engineer, was striving to make his Prius the world's greenest car. The solution was cutting-edge.

Otsuka used a bigger engine to get better mileage at high speeds. He eliminated drive belts for the air conditioning compressor and water pump, making them electric. He devised an exhaust-heat recapture system to help keep the engine operating at optimal efficiency.

Otsuka also improved drag to 0.25, from 0.26. The new Prius was the world's slickest production car until Mercedes unveiled its new E-class coupe at 0.24.

The Prius brims with luxury features, most famously the gimmicky solar panels whose sole task is to run a ventilation system to cool the cabin when the car is parked in the sun.

Toyota's approach mirrors the whole-hog ambition that thrust it into the full-sized pickup segment with the Toyota Tundra and into premium sedans with the Lexus lineup.

"It's part of Toyota culture to always improve on what it's already done," says Chris Richter, of CLSA Asia-Pacific Markets. "It wants to position itself as higher end."

Honda re-engineered the Insight's hybrid system to cost 40 percent less than the previous-generation hybrid drivetrain, used in the current Civic Hybrid. Toyota was able to shave 35 percent off the costs of the current generation. But Otsuka missed the internal target of halving the cost.

(Source: Automotive News)

Hybrid War Heats Up in Japan

Honda's new Insight went on sale in hits homeland about a week ago, and already it's under attack. Before it hit the market, there were rumors that it would be much cheaper than the Toyota Prius. Toyota, however, has other ideas. The Insight is 1.89 million yen ($18,853 USD) in Japan, which is the same price as the current Prius. Toyota then priced the coming third generation Prius at 2.05 million yen ($20,437 USD) to keep it close to the Insight. Then Toyota said it would keep the second-generation Prius on sale in Japan, and there have been rumors that Toyota is also working on a cheaper Prius costing around 30% less than the current one. That would pit three Prius models against one Insight, all similarly priced.

In response, Honda CEO Takeo Fukui said Honda will not lower the price of the Insight. Said Fukui, "I think that is something we can't do right now. We have to carefully examine the new Prius to know whether it is necessary for us to take certain measures. We have to think about the balance between cost and effectiveness." If Toyota does come out with three Japan-market Priuses, Honda will be thinking long and hard about those issues.

Unlike Toyota, though, Honda does have the CR-Z hybrid coming, which could give Honda some sporting hybrid credentials that Toyota doesn't yet have. Honda also said it is expanding its research and hybrid push into large sedans instead of counting on clean diesels for its bigger cars. Fukui feels that clean diesels are too expensive to develop be practical.

Source;
http://www.autoblog.com/2009/04/03/honda-ceo-says-insight-price-wont-be-reduced-further/

Honda: Would Mull Counter Measures Vs Cheaper Toyota Prius

SUZUKA, Japan (Dow Jones)--Honda Motor Co. (7267.TO) would have to consider counter measures if Toyota Motor Corp. (7203.TO) sets competitive prices for its Prius hybrid as recently reported, a company executive said Wednesday.

Honda launched its new Insight hybrid in February in Japan and is rolling out the model in the U.S. and other overseas countries.

The company has received orders that were more than triple the hybrid's monthly sales target a month after its Feb. 6 launch in Japan as the prices, which are lower than those of the current Prius, attracted customers looking for cheaper gas-sipping car amid the economic slump.

Yasuhiro Wada, a Honda general manager, said the company continues to receive solid orders for the Insight. As of Monday, orders for the new hybrid totaled more than 21,000 in Japan, more than four times the model's monthly sales target of 5,000.

Honda set the lower limit on Insight's prices at Y1.89 million, about 20% cheaper than the bottom price of the current Prius.

The Nikkei recently reported that Toyota will set the prices of the new Prius at Y2.05 million-Y2.50 million, lower than the current Y2.33 million-Y3.34 million and when it launches the new model it will also continue to sell the current one by lowering the bottom price to Y1.89 million to compete with the Insight.

"If they could do that, it would be a threat," Norio Ano, the head of the Insight product project, said at a press conference.

"We would have to consider something" to stay competitive, he said.
He added that Honda executives would order Ano and his team members to further cut costs if the report is true.

Toyota has said nothing has been decided on the prices of the new Prius and whether to continue to sell the current Prius.

-By Yoshio Takahashi, Dow Jones Newswires; 813-5255-2929; yoshio.takahashi@dowjones.com

Source;
http://online.wsj.com/article/BT-CO-20090325-704087.html

MotorTrend: Comparison: 2010 Honda Insight vs 2010 Toyota Prius

Here's a little snipet of the article, btw, it's a really good read even if you're not thinking of buying one.

"But which is the more important hybrid? That leads us back to the issue of price. Although the Prius will eventually entail such far-reaching technologies as lithium batteries and possibly plug-in capability, that's in the future. Not now. And when these two go on sale, the price spread is likely to be at least $3000.

Starting at just over $20,000, the 41-mpg Insight is the first hybrid that's simultaneously within the reach of just about every pocketbook and also a solid business proposition for its builder. Amazingly, it delivers nearly identical mileage as the current Prius at about 85 percent of the price. The incremental value of 50 mpg versus 41 mpg -- whether you judge it by gasoline cost, greater national security, or CO2 reduction -- seems dwarfed by the benefit of its potential sales volume. It's a milestone that can't go unnoticed.

1ST PLACE HONDA INSIGHT

An imperfect car, loud and coarse-riding, and also perhaps the most important hybrid ever built.

2ND PLACE TOYOTA PRIUS

The world's best hybrid has become more solid and refined, yet has somehow upped its fuel economy as well. It's an engineering triumph for the textbooks.

Source;

http://www.motortrend.com/roadtests/alternative/112_0905_2010_honda_insight_vs_2010_toyota_prius_comparison_test/index.html

Toyota Stages MR2 Comeback As The Prius Coupe But Can It Rekindle The Spirit?

Still having problems loading images right now. New MR2? That would be nice!

Toyota is developing an exciting performance hybrid which would revive the much loved sports car and rival Honda’s upcoming CR-Z. It’s set to swap its predecessor’s roadster shape for that of a compact coupé. Under the skin will be a rear-wheel-drive chassis, a paddleshift gearbox and a specially developed version of the Prius’s hybrid powertrain.

The new model will boast an amazing blend of performance, economy and low emissions, all wrapped up in a stunning body. It would be a fitting successor to the MR2, which ceased production in 2007.

Follow the link for a picture;
http://www.autospies.com/news/Toyota-Stages-MR2-Comeback-As-The-Prius-Coupe-But-Can-It-Rekindle-The-Spirit-42058/

Toyota to Take on Honda Insight With New Hybrid, Nikkei Reports

I guess this was bound to happen.

By Bill Koenig
March 13 (Bloomberg) -- Toyota Motor Corp. plans to develop a new hybrid car costing less than 2 million yen ($20,436) to compete with Honda Motor Co.’s Insight, Nikkei English News reported, without saying how it obtained the information.
The new model will be as much as 30 percent cheaper than Toyota’s Prius hybrid car, which starts at 2.33 million yen, Nikkei reported.

Source;
http://www.bloomberg.com/apps/news?pid=20601101&sid=aLMrNb_93dbk&refer=japan

Honda Enhances Advantages; Toyota Eliminates Disadvantages

Here's a nice little article showcasing some of the differences between Honda's Hybrid technology and Toyota's Hybrid technology....

Feb 9, 2009 18:49Yoshirou Tsuruhara, Nikkei Automotive Technology


Honda Motor Co Ltd released the Insight hybrid, one of this year's most anticipated new vehicles. Its entry level model is priced at ¥1,890,000 (approx US$20,700) and is ¥440,000 cheaper than the cheapest model of the current-generation Toyota Prius (¥2,331,000) (See related article).

"Considering Toyota's system, I believe they cannot sell Prius at ¥2 million or lower," a Honda staffer said at the presentation of the Insight.

Honda adopted a simple hybrid system composed of one driving motor and a small-capacity secondary battery. In contrast, Toyota's hybrid system is equipped with an independent driving motor and a generator, and the capacity of its battery is more than twice that of Honda's battery. Though Toyota has been working on cost reduction of its hybrid system too, there is a reason why it cannot cut the costs as much as Honda.

Honda achieved a 40% cost reduction by further downsizing the already small battery and motor mounted in the Civic Hybrid, according to the company. However, the fuel economy of the Insight is 30km/L under the 10·15 test mode, which is almost equal to the 31km/L of the Civic Hybrid. So, Honda reduced the cost of its hybrid system by making most of the simplicity of the system while compromising on the fuel economy to some extent.

Meanwhile, the new Prius, which is expected to be released by Toyota in May 2009, features a good highway-driving economy, which was not achieved by previous models.

The existing Prius has a fuel economy of 48MPG (20.4km/L) in the city mode of the US, which is 20% higher than 40MPG (17.0km/L) of the Civic hybrid. However, in the highway mode, the fuel economy of the Prius drops to 45MPG (19.1km/L), while that of the Civic hybrid increases to 45MPG.

The Prius has an advantage in city driving where the vehicle can be driven more efficiently by the motor than by the engine, while it has a disadvantage in highway driving where the engine is mainly used, because the Prius is loaded with heavy motor and battery.

In order to address this disadvantage, the new Prius will be mounted with a 1.8L engine (the engine capacity of the existing Prius is 1.5L). The main purpose of this change is not the enhancement of the output but the reduction of friction loss, which is achieved by generating the same amount of output with a lower revolution speed.

The highway-mode fuel economy of the new Prius has not been disclosed yet, but the fuel economy in the city/highway mixed mode has been improved by about 10% to 50MPG (21.3km/L) from 46MPG (19.6km/L) of the existing model.

However, the new Prius is expected to be more expensive than the current model, reflecting the improvements made to enhance the performance. So, it is likely that the price disparity between the Prius and the Insight will be even larger.

Honda made an effort for cost reduction by capitalizing on its strengths without being overly obsessed with fuel economy, while Toyota focused on its disadvantages and enhanced highway driving fuel economy. It seems that the time has come for hybrid vehicles to highlight their individuality.

Yoshirou Tsuruhara, Nikkei Automotive Technology


Source;
http://techon.nikkeibp.co.jp/english/NEWS_EN/20090209/165360/?ST=english_PRINT

National Post Comparison: Honda Fit vs. Toyota Prius

Here's an odd comparison, but I guess it is fitting, considering the FIT VS the Civic Hybrid has been done....
Fun, fuel-efficient foes
Patricia Cancilla, National Post
Published: Friday, February 06, 2009

I must admit I was amazed by the fuel efficiency of the Toyota Prius: After nearly 600 kilometres of mostly city driving, I averaged an incredible 4.1 litres per 100 km, just less fuel efficient than the 4.0 L/100 km city fuel economy Transport Canada lists for the hybrid

It's not that I doubted the numbers; I just didn't think I could manage such a feat based on my conversations with my colleagues -- and my inability to drive very, ahem, fuel efficiently. One colleague warned me that I would have to stay at a speed limit of around 50 kilometres an hour, necessary, he said, to keep the engine from switching from electric to gas. Another bet I couldn't do it --and he was right for the most part.

My hypermiling ways lasted all of one day. I hate being the slowest person on the road (although, believe me, in Toronto, I wasn't the slowest --but that's another story). It's just not in my nature to drive conservatively. So, I was quite surprised that, after more than 100 km of lead-footing it around the city, I still managed to keep all the little white squares on the fuel gauge intact. Same thing at 200. It wasn't until I was well past the 300-km mark that the squares started disappearing. Still, after driving the Prius for close to 600 km at my normal speed (translation: just fast enough not to get caught), I managed to use only half a tank of gas

I thought I could get decent fuel economy with the Honda Fit, since it, too, has a 1.5-litre, four-cylinder gas engine, and I did. Of course, it wasn't even close to the Prius's numbers, given that the Fit does not have an additional electric motor, but I still got a respectable 7.5 L/100 km.

The thing is I enjoyed driving the Fit a lot more than the Prius. I have nothing against the Prius -- it's an extremely fuel-efficient car and perfect for my mostly city driving requirements. Like the Fit, it's a roomy hatch with tons of storage space -- the Prius has 16.1 cubic feet; the Fit 21 cu. ft. Unlike the Fit, the Prius has a backup camera, which made it very easy to park on narrow city streets and crowded parking lots. With a combined output of 110 horsepower, it's not a rocket -- but neither is the 117-hp Fit. But the Prius lacked a certain fun factor compared with the Fit. Like yet another colleague said to me: "You don't drive the Prius; the Prius drives you." It's a very apt description of my experience.

Granted, I'm sure some of the clunkiness in the handling and cornering departments was due to the Prius's electric motor and battery, which make the hybrid almost 200 kilograms heavier than the Fit Sport (1,335 kg compared with 1,147 kg).

I admit I may also have driven a little slower in the Prius not because I was hypermiling but because I was transfixed by the fuel economy/ engine usage gauge. I enjoyed watching the electric motor in action and I used the regenerative braking on hills and, perhaps, as a result, I did stay within the speed limit, if not intentionally. That nifty gauge spoiled me for other hybrids because I expected the same thing in the Honda Civic Hybrid I drove next; I was disappointed when it wasn't there.

I was also a little more relaxed in the Prius than in the Fit, which may have contributed to the softer pressure on the accelerator. The cynic in me might say it was the lack of excitement in the Prius compared with the Fit that led to my calmness. The tree hugger in me would say it was the self-satisfaction I felt from doing my part to help save the planet that contributed to my docile demean-our. But the realist in me admits it was simply the peace and quiet that soothed me, even when some idiot cut me off or proceeded to drive directly beside me to get a better look at the hybrid.

Even when running on gas, the Prius is completely silent. For the first few days after I picked it up, I had to keep checking to make sure I had turned off the engine because I couldn't tell the difference between when it was on or off. And because I used the push-button start (which comes standard), I remained unconvinced even with the keys in my hand. It was a little disconcerting at first, but I learned to enjoy the silence and even drove with the radio off, which was even more relaxing.

So, on the Prius's plus side, we have incredible fuel economy, a silent ride, a small carbon footprint (a reduction in smog-forming emissions of up to 70% compared with a conventionally powered vehicle, according to Toyota), plenty of room for the driver, passengers and cargo, a fun-to-look-at fuel economy and gas/electric motor usage display, a backup camera, a comfortable ride and a long list of safety features. On the downside, it still looks a little funny, even though it's not as weird-looking as when it first came out in 1997. It also feels a little heavy when cornering and isn't sporty at all. At a base price of $29,500, it's also on the expensive side, as most hybrids tend to be.

On the Fit's plus side, we have respectable fuel economy, a smallish carbon footprint, a lot of room for the driver, passengers and cargo, a comfortable ride, a long list of safety features and an attractive design, which I like better than the original Fit's boxy look. It also feels sporty and is a lot of fun to drive. And, of course, there's the price--$14,980. One could buy two Fits for the price of one Prius. And, considering the tough economic times and the cheapest gas prices we've seen in a while, the Fit makes a lot of sense.

If you're looking for outstanding fuel economy, the Prius wins hands down. If you want a fun ride at a cheap price, the Fit is your top choice. It was mine.

Source;
http://www.nationalpost.com/cars/story.html?id=1258570

Edmunds; Comparison Test: 2010 Honda Insight vs. 2009 Toyota Prius

The Differences Are More Than Skin Deep

By Jason Kavanagh, Engineering Editor

Date posted: 01-18-2009

Psychologists have said that consumers have a three-week memory of fuel prices. If prices stay constant for more than three weeks, the buying public's decision-making ability becomes myopic and they act as though prices have never been different from what they are in the here and now.

And at this very moment, fuel prices have been below two bucks a gallon for about six weeks. Fuel is so cheap that we're considering igniting 55-gallon drums of the stuff in our front yards just for kicks.

Now, we don't know the hippocampus from a hippopotamus, but our instincts remind us that good times don't last forever. An increase in fuel prices in the near future is practically inevitable, and those who forget history are doomed to repeat it.

That's where the all-new 2010 Honda Insight and 2009 Toyota Prius fit in. By shopping for fuel misers like these while gasoline is still cheaper than designer-bottled sugar water, savvy shoppers will dodge long dealership queues in the future and avoid forking out a premium for such cars — like they did in the summer of 2008.

Follow the Follower

You might remember the original Honda Insight. When introduced in 1999, it was the first hybrid vehicle sold in the U.S.A., an affordable technical tour de force that achieved spectacular fuel economy by adding a battery-assisted electric motor to the powertrain. But as a diminutive two-seater, it certainly wasn't a car for the masses.

It took Toyota's introduction of the Prius to stamp the word "hybrid" into the public consciousness and swell the ranks of hypermiling wonks. Boasting an extra pair of doors and a rear seat compared to the early Insight, the Prius was a real car suitable for families. That it looked the part of a hybrid sealed the deal among the socially conscious, and Toyota has ridden this wave of success to new heights, selling 181,221 examples of the Prius in 2007 alone.

In response, Honda has retooled the Insight formula for 2010 into a four-door package that paints a target dead smack on the Prius' nerdy forehead. The Insight's sheet metal is said to be shaped by the wind tunnel, but the general proportions and detailing are far too Prius-like to be coincidental. Honda's intentions with the Insight appear obvious — scale the heights of hybrid sales success by following in the Prius' footsteps.

The Cars

Often found clogging up the passing lanes of freeways all over the country, the Prius is now a common sight on public roads. The 2009 Toyota Prius we tested will blend right in, as it is largely unchanged from earlier models, right down to its 110-horsepower powertrain with its 1.5-liter engine and sophisticated hybrid system comprised of two electric motors and planetary gearsets. (A revised Prius is on the horizon for 2010, but it remains under wraps.)

Our Prius boasted its fuel economy of 48 mpg city/45 mpg highway on its price sticker and it was equipped with the $3,280 Package #5 option, including a navigation system, premium audio, satellite radio capability, Bluetooth, a back-up camera, stability control, cruise control and a few other items. This car is well-equipped but not the most fully loaded Prius variant available and checks in at $27,643.

The all-new 2010 Honda Insight merges an updated version of Honda's Integrated Motor Assist (IMA) hybrid system with a 1.3-liter, eight-valve inline-4, and the powertrain produces a combined output of 98 hp and 123 pound-feet of torque. The IMA system slots a 13-hp electric motor between the engine and continuously variable transmission (CVT) and it is juiced by a nickel-metal hydride battery pack behind the rear seats. Lithium-ion batteries would have cut the space requirement in half, chief engineer Yasunari Seki says, but were quickly rejected on the basis of cost.

And cost is the Insight's trump card. Honda's hybrid system is more basic than the Prius' NASA-grade hardware, yet its more affordable cost is the key to delivering the Insight's dirt-cheap sticker price. At least, we think it's dirt cheap. Pricing hasn't been formally announced, so we're going on whispers and hints from the Honda brass. But you can count on the Insight's official EPA fuel-economy rating of 40 mpg city/43 mpg highway, plus the fact that the car will be formally released on Earth Day, April 22, 2009.

Our scrutiny of Honda's marketing data makes us pretty confident that the model we drove — a fully optioned Insight EX with navigation — will sticker for very close to $22,170 with destination. If we're wrong, then we only request that you wait at least three weeks before composing your hate mail.

Static Electricity

When you climb inside a Prius, you're confronted with a decidedly unorthodox dashboard layout. There are no conventional gauges; instead the speed readout and general operational information peek out from a narrow slot at the base of the windshield. The climate control, audio and navigation controls are all embedded in a single, centrally located multifunction screen. Even the "gear" selector sprouts from the dash immediately to the right of the steering wheel. The Prius is a hybrid, dammit, and it won't let you forget that fact.

The Insight, however, trades a little zoominess for much improved function. There's a real gauge cluster in front of the driver and non-virtual heating and ventilation controls that fall immediately to hand. The Insight's cabin also places you in a driving position that's more natural than that of the Prius, and this is further enhanced by the Honda's telescoping steering wheel and height-adjustable seat.

These two latter features aren't available in the Prius, yet it desperately needs both of them. The Toyota's driving position seems scaled to Japanese bodies, not corn-fed American ones, so you can never place the tilt-only steering wheel in quite the right place. Simply put, you sit on the Prius and in the Insight.

If you think this means the Insight has the superior cabin, you'd only be half right. Full-size humans can find space and comfort in the backseat of the Prius, whereas in the Insight they will find only cramps. Your knees have to splay to accommodate the front seatback, while the tumblehome of the Insight's roof eats up precious headroom. You could say that swelled heads fit better in the back of the Prius.

Behind the backseats, it's pretty much a draw in cargo capacity, although Honda claims a bit more volume by the numbers than the Prius. It can also claim more volume of the acoustic variety, as the Honda is noticeably noisier than the Prius, and it doesn't come close to isolating its occupants from road roar and wind hiss in the way that the Toyota does.

Hedonists take note: The Prius boasts a back-up camera, HID headlights and keyless ignition, and you can't find these goodies on any Insight.

Nothing's Shocking

Economy with speed is as common as gravy-flavored ice cream, and these cars proved no exception once we placed our testing equipment on them. The Prius' 110-hp combined output propels it from a standstill to 60 mph in 10.4 seconds (10.1 seconds with 1 foot of rollout like on a drag strip), followed by the Insight in 10.9 seconds (10.5 seconds with 1 foot of rollout like on a drag strip). Off the line, however, neither of these hybrids feels as glacial as these numbers suggest thanks to the boost in low-end torque provided by the electric motors.

It's not just in acceleration that the Prius pips the Insight. The Prius also brakes shorter, coming to a halt from 60 mph in 120 feet, 5 feet fewer than the Insight. It also produces a quicker slalom speed, 61.8 mph compared to the Insight's 59.3 mph. Despite the numbers, the Prius' brake pedal feels like a lumpy mattress underfoot as the transition from regenerative braking to pure mechanical braking is clumsy, while the electric-assist steering responds with all the enthusiasm of warm tapioca.

Ride quality is an area where the Prius gets the nod, as it glides over pavement compared to the choppy springiness of the Honda. The flip side of the Honda's firmer suspenders comes in routine handling maneuvers, where it is more alert than the Prius. Likewise, the Insight's quicker and more naturally weighted steering imparts lots of confidence even in everyday driving. This transparency in the feel of the controls paired with the more user-friendly driving position help give the Insight a thin edge in our scoring evaluation.

Fuelish Behavior

The numbers most relevant to these dromedaries relate, of course, to their frugality with fuel. To that end our two drivers hashed out a driving loop of nearly 100 miles, consisting of a mix of city and freeway driving conditions. They topped off the fuel tank of each car at the same fuel pump and drove the loop. Then they switched cars and drove the loop again. They then refilled them at the same fuel pump and recorded the dosage.

To make a long, boring story short, the Prius netted 54.4 mpg to the Insight's 51.5 mpg during our driving loops. These results are considerably better than the EPA estimates for each car since our driving style was conservative to minimize variables in performance and to ensure the cars remained nose-to-tail for the entire drive. Hard-core hypermiling wonks will undoubtedly top even these results.

Perhaps the most loudly voiced objection from both drivers is that the Insight's cruise control consistently undershot the target speed when in Eco-Assist mode. Like a nun armed with a switch, this mode modifies the Insight's behavior to favor fuel-efficiency over drivability and comfort. The Prius, which needs no such supplemental mode to achieve its stellar fuel economy, exhibited no such untoward tendencies.

When Being Green Reduces Your Green
Some of us will make a choice between these two cars based solely on superior fuel economy. But if you're really interested only in the contents of your wallet, some careful assessment of the cost/benefit equation will be illuminating.

It turns out the additional $5,473 required for the privilege of owning a Prius instead of an Insight can buy a lot of fuel. At today's fuel prices, the actual monetary savings earned by the Prius' edge in fuel economy is miniscule, working out to a paltry $70 per year. Paying off the Prius' extra tariff in sticker price with the savings in fuel purchases would require more than 75 years.

Even if fuel prices were to leap to $5 per gallon, a Prius owner would have to drive his car for nearly 413,000 miles just to break even. These calculations use the EPA combined fuel economy numbers — plug in the higher fuel-economy results we measured and the payoff period is measured in lifetimes.

This simple math exercise demonstrates how deceptive a 5-mpg difference can be. Among fuel-sippers like these, this is one occasion where it doesn't pay to be green. It turns out that the 2010 Honda Insight's emphasis on affordability as well as fuel economy puts more dollars in your pocket than the 2009 Toyota Prius.

There's a certain irony in the Insight's victory. In its desire to create a car that wears its hybrid-ness on its sleeve, Honda examined its rival to such a degree that the Insight and the Prius are nearly indistinguishable at a glance. Yet Honda's final product is no Prius clone, and its lack of hybrid-style compromises in the way it drives works to its advantage in this comparison.

Consider the Prius outsmarted. For now.

Source;

http://www.edmunds.com/insideline/do/Drives/Comparos/articleId=139686?tid=edmunds.il.home.photopanel..1.*#6