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2019 Honda Insight first drive review: The 55-mpg Civic
Mario Tennis Aces Review In Progress: Aim High
PUBG is copying Fortnite's smartest feature with its new seasonal Event Pass

2019 Honda Insight first drive review: The 55-mpg Civic

Posted: 19 Jun 2018 09:01 PM PDT

The Honda Insight is back, though it has more in common with a Civic than it does with the two prior generations of its namesake.

Honda chose to revive the Insight name for a variety of reasons. The main intent is to draw connections between this new, American-assembled Insight and the first-generation model that beat the ubiquitous Toyota Prius to the US market back in 1999. In the eco community, the Insight name has some street cred.

However, the new Civic roots have advantages of their own. The new Insight is a traditional sedan, rather than some wedge-shaped hybrid hatchback. It looks like a "normal car" and Honda thinks this will grant the Insight broader appeal.

We recently took to the roads around Minneapolis, Minnesota in a fully loaded 2019 Insight Touring to see how "normal" it really is. True to its roots, Honda's little hybrid is still a little weird.

Two-motor hybrid powertrain

The Insight is powered by a smaller version of Honda's third-generation, two-motor hybrid system. It features a compact 1.5-liter Atkinson-cycle gasoline engine that produces 107 horsepower and 99 pound-feet of torque. But this engine doesn't actually drive the wheels most of the time. Instead, the 1.5-liter mill mostly spins a small motor-generator that recharges the Insight's 60-cell lithium-ion battery pack and juices a second, larger 129-horsepower electric propulsion motor that sends 197 pound-feet of torque to the front wheels.

A "lock up clutch" can engage to send torque from the gasoline motor directly to the driven wheels, but only during light cruising at highway speeds or when you totally mash the throttle. Working together, total system output is stated at 151 horsepower and 197 pound-feet of torque -- not much different from what the propulsion motor does on its own.

Because the gasoline engine isn't connected to the wheels, there's an odd, CVT-like effect to the drive. You press the gas pedal and hear the engine rev, but it's out of sync with the resulting acceleration. The note just sort of climbs and then hangs discordantly. However, the e-motor is way more responsive than a traditional continuously variable transmission could ever hope to be, so you don't feel any lag between your toe on the pedal and what you sense at the seat of your pants.

In other words, around town, the Insight sounds laggy, but feels responsive and torquey like an EV. It's really nice, and also really awkward, but it doesn't take long to get used to this sensation. By the end of my second day of testing, I only noticed the engine sound weirdness under hard acceleration. Like an EV, however, the Insight tends to run out of steam at high speeds, where it can feel a tad underpowered.

Overall, the Insight returns solid performance -- especially at city speeds where the e-motor is in its element. More importantly, it promises fuel economy that's right up there with the best of its class.

2019 Honda Insight Touring — The Atkinson-cycle gasoline engine spends most of its time generating electricity for the electric propulsion motor.
Antuan Goodwin/Roadshow

Up to 55 mpg

The EPA estimates the 2019 Insight LX and EX models should return an impressive 55 mpg city, 49 mpg highway and 52 mpg combined. The heavier, top-level Touring model brings those numbers down slightly, to 51 city, 45 highway and 48 mpg combined. At their greenest, the Hyundai Ioniq Blue and Toyota Prius Eco just barely edge out the Insight with claims of 58 and 56 combined mpg, respectively. The Insight might not offer best-in-class numbers, but it's among the best.

The Insight features four drive modes: Normal, Sport, Econ and EV. There's not much difference between Normal and Econ -- the default setting is already pretty eco-tuned -- and EV is of limited use outside parking lots and driveways given the Insight's small battery pack. The Sport setting gives a gratifying sharpening of the throttle response, but there is a fuel economy cost. Sport mode also pipes electronically generated faux engine noise into the cabin when accelerating, which just draws attention to the aforementioned off-putting sound. This sound "enhancement" feels totally unnecessary.

Paddle shifters are standard -- odd for a car that only features two single-speed transmissions -- but they're not used to change gears. Rather, the paddles are used to toggle between three levels of regenerative braking. So as I approached a stop sign or began a coast downhill, I could fiddle the paddles to set an appropriate amount of regen. It's not quite the one-foot driving that you get with many pure EVs, but I found the feature novel and fairly useful.

Drive modes and paddles are fun to toy with but I didn't end up needing any of that to reach the 52-mpg mark during my testing. I just left the Insight in its Normal drive mode and drove it like a normal car and good fuel economy just sort of happened -- no tricks or hypermiling necessary. That is, perhaps, the most impressive part of this whole package.

Is that you, Civic Hybrid?

Beneath the mostly unique sheetmetal, the third-generation Insight is based on the current Honda Civic. The wheelbase and track are the same, length and width are similar and both cars use the same MacPherson strut front and five-link rear suspension.

The Insight is just a little more spacious, with 97.6 cubic feet of passenger space compared to the Civic sedan's 95.0, but I think that's largely due to differing dashboard designs. More interesting is that the Insight matches the Civic's trunk space at 15.1 cubic feet. A smaller battery for this generation has allowed Honda to move the 60-cell unit out of the trunk and under the rear seats. This means there's no battery bump and that the Insight retains the same rear seat trunk pass-through as the Civic.

The Insight's engineers made a few tweaks to the Civic's platform and suspension. The cabin is quieter thanks to increased sound deadening, a retune of the rear suspension and, of course, the quieter hybrid powertrain. On the road, the Insight largely rides and handles like its sibling. The hybrid is a hair more comfortable and softer around the edges but not by much, and still manages to feel plenty nimble in most situations, despite being about 150 to 230 pounds heavier, depending on trim.

Standard Honda Sensing driver aids

The Honda Sensing suite of driver aid technologies is standard on all Insight models, and that's great news. That means even the base LX model comes with adaptive cruise control with low-speed following, forward collision warning with collision mitigation braking, lane-keeping steering assist with road departure mitigation and traffic sign recognition. Also standard is a rear-view camera with a dynamic trajectory overlay that moves with the steering wheel to show a predictive path when reversing.

Upgrade to the EX or Touring model to add Honda's LaneWatch camera system, which fills the infotainment display with a view into the blind spot on the passenger side when the right turn signal is activated. I'm not the biggest fan of this system -- I'd rather just have a conventional always-on blind spot system with simple warning lights that work on both sides -- but I guess the camera is better than nothing.

HondaLink infotainment

EX and Touring models also step up to a large 8-inch HondaLink infotainment system, replacing a pretty basic 5-inch display audio setup in the LX. I love the placement of this larger display, which sort of blends the modern popped-out tablet look with a low placement on the dashboard that's easy to reach while driving. And like Honda's newest models, the Insight features a true volume knob, rather than the terrible capacitive swipe zone found in the Civic.

The infotainment software reminds me of a more colorful, easier-to-read version of Volkswagen's current cabin tech, with its large, icon-based home screen and standard Android Auto and Apple CarPlay compatibility. The similarities stop there, as the Honda system goes on to feature a high level of customization, allowing drivers to reorganize the entire home screen and to store the three most commonly used functions on a shortcut bar that's always visible at the top of the screen.

Touring models also add onboard navigation. It's pretty good software, but after the traffic system failed to account for the various roads and exits closed due to extensive construction around my Minneapolis staging area, I ended up defaulting back to the more accurate Google Maps via Android Auto to get me home in a timely manner.

The "Link" part of HondaLink refers to the onboard 4G LTE connection (subscription required) that powers a suite of native apps for audio streaming and more, as well as enabling Wi-Fi hotspot connectivity for passengers' mobile devices.

Finally, a large color display shares the instrument cluster with a traditional physical speedometer. With a scroll wheel on the steering wheel, I was able to fly through a wide range of information about economy, driver aid features, infotainment and more. No, it's not as gee-whiz as VW's full Digital Cockpit, but I was still impressed.

The unhybrid

The powertrain sounds weird and takes some getting used to, but I really enjoyed the way the 2019 Insight felt on the road. Civic-sharp handling and a healthy dose of electric torque combine with lofty but easily achievable fuel economy estimates, all wrapped up in handsome sheetmetal.

For the most part, the Insight just blends in with other cars. There are only three or four "hybrid" badges on the exterior. There's no battery bump in the trunk. There's no weird starship eco-car design. This is a car that doesn't rub its green car cred in anyone's face. I can appreciate that, and I think buyers will, too.

The 2019 Honda Insight will start at $23,725 (including $895 destination charge) for the base LX with Honda Sensing, 55 mpg city and a passable cabin tech setup. $24,995 steps you up to the EX with the excellent 8-inch HondaLink infotainment and keyless entry: the sweet spot in the lineup for value.

The all-in Touring model tops the line, adding larger 17-inch wheels, navigation, a power moonroof, dual-zone climate controls, leather-trimmed and heated power front seats and more for a still affordable $28,985. But remember, it'll also cost you a few mpg due to the increased weight.

The 2019 Honda Insight arrives in dealerships later this month. It may resurrect a previous moniker, but this well-rounded newcomer is a Civic Hybrid by any other name.

Editors' note: Roadshow accepts multiday vehicle loans from manufacturers in order to provide scored editorial reviews. All scored vehicle reviews are completed on our turf and on our terms. However, for this feature, the manufacturer covered travel costs. This is common in the auto industry, as it's far more economical to ship journalists to cars than to ship cars to journalists.

The judgments and opinions of Roadshow's editorial team are our own and we do not accept paid editorial content.

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Mario Tennis Aces Review In Progress: Aim High

Posted: 20 Jun 2018 05:00 AM PDT

When the credits rolled on Mario Tennis Aces' Adventure Mode, I vowed to never again laugh at a tennis player having an ugly meltdown on the court. I had felt the volcanic surge of adrenaline that comes when a rally has gone too long. I knew the sense of high alert while trying to suss out which corner of the court an opponent is going to attack next. I have spliced and invented new curse words to mutter when a ball goes out of bounds. Off-beat stages and creative use of characters from the Marioverse ensure that you'll never lose sight of simply having fun, but don't let the adorable exterior trick you; Aces takes its unorthodox tennis very seriously.

Mario Tennis' renewed vigor is driven by a suite of new mechanics that force you to make pivotal risk-reward decisions. Special shots are now tied to a meter that fills a little with every shot fired back at your opponent, more so if you're able to charge your swing ahead of time. Once the Energy Meter is at least a third full, a ball landing on your side of the court will be forecast by a glowing star. Initiating a special swing while standing on a star activates a first-person view that lets you aim a powerful Zone Shot.

When the Energy Meter is completely full, you can unleash your character's Special Shot. While Specials don't unleash the cavalcade of effects they did in Wii U's Mario Tennis: Ultra Smash, they do fire a lightning-fast ball that requires exacting maneuvers to return without incurring any harm to your racket--destroy your collection of rackets during a match, and you lose.

Holding the R button slows down time at the cost of meter, allowing you to stroll over and hit hard-to-reach shots or gain a slight advantage when returning racket-breaking shots. Alternatively, a Trick Shot can be activated by tilting the right stick, which causes you to leap across the court at the last second . You can get away with basic shots during simple face-offs, but in advanced matches the exchange of powered-up strikes feels like a breathless symphony that requires you to be at the top of your game and on top of your options.

Even veterans of the series have a little bit of a learning curve to overcome, but Aces' Adventure Mode does a good job of both entertaining you and teaching you how and when to use your new tools. The story itself is ridiculous, but ridiculous in that very specific, quirky way Nintendo has been getting away with for decades. During the Mushroom Kingdom's annual tennis tournament, an evil tennis racket--yes, really--named Lucien takes possession of Luigi and flies off to find five Power Stones that will help him take over the world.

Instead of settling for a revolving door of opponents along the way, you're challenged to utilize Ace's new mechanics in a range of unusual scenarios. An average stage might simply challenge you to keep a rally going for a certain length of time, but bosses and puzzle stages require a greater level of ingenuity. You have to figure out how to disable protective barriers, earning enough energy to perform a Zone Shot, and aim at the right part of the court to inflict damage. Bosses also initiate hurdling challenges mid-match that reward precise use of your leaping Trick Shot. Adventure Mode mixes up your objectives from one stage to the next to ensure you're never simply going through the motions to progress.

Mario Tennis Aces does what this series has done best, and improves what it's rarely gotten right prior.

Aces is more difficult and devious than you might expect, especially in the latter half of Adventure Mode. Though not required, grinding through matches can improve your chances on the court. Win or lose, you earn experience points for every match played, allowing you to improve Mario's speed, power, and agility over time. But no matter how much XP you earn, the only way to make it to the end of Aces' campaign is to master its unique tennis mechanics. Those who persevere will find themselves better equipped and prepared to face anything the other modes have to offer than ever before.

Outside of Adventure Mode, you'll find a rather plain assortment of activities: a bracket-based tournament mode, exhibition matches against the computer or another friend, online modes, and the ability to play doubles matches, which can turn into downright anarchy before you know it. Online matches will be the true test of Aces' depth, but pre-launch servers being what they are, we still need to spend time playing once the game releases to form a solid opinion of its netcode and the competitive scene.

Perhaps the one major and surprising misstep is Swing Mode, where players can swing Joy-Cons like proper tennis rackets, similar to Wii Sports Tennis. At first it seems odd that this control scheme is isolated to a specific mode, but within a minute or two, it's obvious why: playing with Joy-Cons feels too imprecise, and even just executing a simple backhand was a twitchy comedy of errors. It's too bad that the motion controls seem to fall apart so easily, but considering that, it's probably best the option is siloed away.

It's not like Aces needs a gimmick like motion controls to win you over, anyway. The Tetris Effect is in full swing here; days after the credits rolled, I still crave the satisfying thwack from a Power Shot, mentally replay matches and imagine how I might do things differently given a bit more focus and know-how. Mario Tennis Aces does what this series has done best, and improves what it's rarely gotten right prior. Fingers crossed that the online support stands up to the rest of the game after launch.

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PUBG is copying Fortnite's smartest feature with its new seasonal Event Pass

Posted: 20 Jun 2018 07:00 AM PDT

Battle royale game Playerunknown's Battlegrounds is releasing its new, smaller Sanhok map on Friday, and with it will come a new type of subscription service that will feel awfully familiar to fans of Epic Games' Fortnite. The Event Pass, as developer PUBG Corporation is calling it, will be a four-week, limited-time add-on you can purchase with real money in the vein of Fortnite's Battle Pass.

The goal is to encourage players to log in every day, complete challenges on a daily and weekly timescale, and level up as they would in, say, a traditional role-playing game. By leveling up, you'll unlock exclusive rewards that can only be earned through the Event Pass, and not purchased via the in-game store. The same is true of Fortnite's Battle Pass, which costs $10 for a three-month season and includes a 100-level system and rewards for each tier that you can't buy with real money.

PUBG's Event Pass differs in some key ways. Unlike the Battle Pass, which lasts for the length of a real-world season, the Event Pass will last only four weeks. PUBG Corporation is tying the first Event Pass to the launch of Sanhok, explaining that it includes "an item set that fits the map Sanhok thematically." There will also be Sanhok-specific missions for players to compete for rewards, to encourage people to play on the new map and not fall back on the two existing ones.

From a business model standpoint, it's clear the makers of PUBG are acknowledging that Epic's approach with Fortnite is not only the superior way to earn revenue, but that such an approach may be critical for a battle royale game's long-term survival. The developer explains its reasoning in a lengthy blog post that detailed all the different monetization approaches it's tried so far with PUBG.

"To start, we tried to establish a cosmetic market based on scarcity by introducing crate and key system," reads the post. "However, to make certain items really rare and valuable, we've had to regulate the supply of items, making high tier items very rare. As a result, many of you can't get the items you want instantly, and even though you've invested more money into the system, it can be pretty difficult to get the items you want." The developer also said that it considered doing paid downloadable content like traditional console shooters, but that it "came to understand that this method has some critical drawbacks."

It seems that PUBG Corporation, after exhausting other options and considering more traditional approaches, is turning to Epic's admittedly more innovative subscription model. It's a telling turn of events, considering what Fortnite became last year when it copied much of the design of PUBG, and now PUBG is turning to features that Epic Games pioneered.

Yet it's understandable: Epic made nearly $300 million in the month of April solely on Battle Pass revenue and in-app purchases of skins, emotes, and other cosmetic items. Last week, during its massive Pro-Am tournament at the E3 expo in LA, Epic also announced that it now has 125 million players. Clearly, the developer has discovered a successful approach to the battle royale genre, one that relies on in-app purchases and a subscription model that funnels more players into its ecosystem and incentivizes them to play the game more daily.

There may also be another reason why PUBG is pushing its new Event Pass and a model that mirrors Epic's. Yesterday, PUBG Corporation announced that it now has 400 million players worldwide, and a vast majority of them are playing on mobile, and likely a sizable amount of that audience is playing in China. (Fortnite is not yet available on Android, nor or is it out in China yet.) The Asian mobile market is far more accustomed to microtransactions and paying for in-app purchases on mobile.

So the future of PUBG is likely as a mobile, free-to-play title — and not as a paid PC game distributed on Steam — that uses monetization strategies pioneered by Epic with Fortnite. It's taken PUBG Corporation a while to get here, but the modified approach is likely to keep the game healthier and more lucrative for quite a long time.

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