The Globe and Mail

If Honda had benefited from greater insight into this whole save-the-planet thing in the late 1990s, it would undoubtedly have created a vehicle more like the new 2010 Insight hatchback instead of the Jetsons-style two-seater that pioneered the company's efforts in the hybrid segment.

But the original Insight of 1999 did provide a starting point and proved the value of the company's parallel hybrid approach versus the more complex combined hybrid technology Toyota developed for its admittedly very popular Prius.

My sense is that Honda isn't convinced hybrids are the main way we'll motor into a greener future. But, as it has to be in the game for marketing and image reasons, it is making the most of it by offering fuel economy benefits without adding undue cost and complexity.

Honda's Integrated Motor Assist system incorporates an electric motor/generator and a battery to augment the power of a smaller-than-normal gasoline engine and deliver acceptable performance. It also allows the gasoline motor to automatically switch off when the vehicle stops to reduce idling fuel usage.

And the motor, which also acts as the starter, performs a fourth trick, turning itself into a generator when you lift off the gas to recharge the battery. The term for this, "regenerative braking," is actually a bit misleading as it has nothing to do with the use of the car's service brakes. It just means the vehicle's momentum is being used to turn the generator.

As the starter/generator and the battery pack aren't being asked to provide propulsion for the entire vehicle (as with the Prius, which can travel on battery power alone), they don't add much to the Insight's overall weight (50 kg lighter than a Civic Hybrid), which, along with its slippery aerodynamics, also helps fuel economy.

In addition there's a sort of interactive electronic fuel booster, the Eco Assist system that manages throttle, idle-shutoff time, the transmission, air conditioning and cruise control to provide even better economy. And a display in the speedometer that provides visual feedback about your driving style. You can earn up to five little green plant leaf displays by driving conservatively.

What all this adds up to are rather amazing fuel economy ratings of 4.8 L/100 km city and 4.5 highway. The test car's readout was showing an average of 5.2 L/100 km after my time with it. But surprisingly a Civic Hybrid is rated at an even-better 4.7 city/4.3 highway. The 2010 Prius is rated at a remarkable 3.7 city/4.0 highway.

The original Insight didn't make any sense in practical terms, other than putting up great fuel economy numbers, of course. Then the Accord Hybrid basically explored the idea of adding an electric motor performance boost to the output of the V-6, while delivering decent economy. It was a concept not many buyers bought into, resulting in the model being available for only a couple of years.

Creating a Civic Hybrid was a more sensible approach. It offers compact car capabilities with enhanced economy and without too much of a performance penalty - the Hybrid generating 110 hp, compared with 140 hp with the normal Civic.

The Civic Hybrid's main drawback is that it's not available in hatchback form. Another drawback is that those who want to go green, want to be seen to be doing so and - aside from a couple of badges - the Hybrid Civic doesn't look much different from the regular model.

The new Insight, on the other hand, makes a strong green visual statement with its distinctive four-door hatchback bodywork, which can seat five, although you wouldn't want to be the one in the middle of the rear seat.