The ability to swap screens with the passenger is another thoughtful touch. At one point, for example, we decided to take a detour. I switched my screen over to my passenger, he programmed the GPS, then digitally handed the screen back to me -- very convenient. We saw a similar feature in Sony's Vision-S concept car at CES 2020.
Now, let's talk about driving. While the Honda E looks harmless and cute, it can go like heck. It accelerates well off the line, which is good for city scooting. At the same time, it accelerates very well on the highway at passing speeds.
It has an independent suspension with MacPherson struts at each wheel and perfect 50:50 weight distribution. All that helped it to corner on rails with very little body lean. I wouldn't call it a race car by any means, but I was able to turn, brake and accelerate as quickly as I needed to for both city and highway driving. The Honda also felt quicker and more nimble than the Renault Zoe I drove a couple of years ago.
Another fun thing about this car is the very tight turning circle. With a radius of just 14.1 feet, the E can out-turn the Fiat 500 and nearly every other small car except the Smart FourTwo.
The E gives you a lot of control over how you use the braking energy recovery system, too. With the flick of a button in the center console, you can enable it for single pedal control. That means when you lift off the gas, it brings the car to a complete stop rather than letting it creep forward. I then used side paddles to control the level of energy recovery, from a bit (minimal braking) to a lot (aggressive braking). The tl;dr is that once you get the hang of it, you should be able to maximize battery life, especially in urban areas.
How about those side cameras? They did give me a better and clearer view than mirrors and also reduced my blind spots. Unlike a regular mirror, though, there's a camera, electronics and a screen that can malfunction, leaving you with a blank screen. By contrast, if the electric mirrors in your car break or fail, you can normally still use them.
The regular rearview mirror also uses a rear-mounted camera but is backed up by a physical mirror -- which was fortunate because during my drive, the camera got plugged with rain and all I could see was a blur. Without the option to switch to a physical mirror, I would have been blind to any cars directly behind me.
As you'd expect in a high-tech car, there are a number of intelligent driving systems. Those are powered by Honda's sensing tech, which uses radar and high resolution, wide-angle cameras. If I ventured too close to the lane edge, the road departure mitigation system gave the steering wheel a nudge to push me back.
As with the Civic and other recent models, it's also got automatic braking to avoid collisions with pedestrians and cars, along with adaptive cruise control, lane keep assist, road sign detection, automatic high beams and more. I didn't have enough time to test all these features (and some didn't work yet), but all are available on the Civic and other current Honda cars.
The Honda Parking Pilot can help you with that chore, too. After the system locates some spots, you can touch to select the one you want on the central touchscreens. It can then park automatically into parallel, diagonal or parking garage spaces, with or without lines. If something goes awry, Honda showed me how to stomp on the brake to stop the process, then easily resume it.
Now let's talk about the most controversial part of this car. The WLTP electric range is just 137 miles on a single charge, with an EPA rating that would be even lower if it ever came to the US -- which it won't, Honda told me again.
After our 60-mile-or-so trip, with some spirited driving on highways, freeways and in the city, we were down to about a 20 percent charge. So this clearly isn't a good EV for cross-country travel.
To demonstrate the charging speeds, Honda had arranged for fast chargers along our trip route. The E supports up to 100 kW chargers, and those can juice it from zero to 80 percent in 30 minutes. Using a more common 50 kW fast charger takes just two minutes longer than that. In any case, after an hour-long paella lunch break, the car had a full charge again.
In terms of range and battery size, Honda is well behind the competition in this price range in Europe. The Renault Zoe now has a 50 kWh battery (with a 242-mile WLPT range) and costs a bit less than the E at £25,670 or around $33,600 (including a £3,500 rebate). The 40 kWh Leaf, meanwhile, costs £26,345 ($34,400). Honda is confident that range won't matter to urban buyers. "I don't think it will be an issue for people using it for everyday use, for a commute," said Shinya.
After testing this car for a short time and seeing how people react to it, I'm inclined to agree with him. Yes, Honda took a calculated gamble with the battery. It essentially decided to trade off some range in order to make it one of the highest-tech cars you can buy, at any price. In this case, Honda firmly believes that the hip urban buyers it's chasing don't care much for long trips and would rather be entertained.
In my opinion, it wildly succeeds, as this car is just ludicrously enjoyable. It's fun to drive, fun to be in and fun to look at. That makes it even more surprising that it won't come to the US, as I honestly think it would sell well there. Personally, this car would work for me both in Paris and in the French village where I live. Typically, I'm making short 20- to 50-mile trips, which the E could handle easily. The only tricky part would be getting it between the city and the countryside, a distance of about 95 miles -- outside the EV's range on the highway.
The Honda E will start at £26,160 ($34,200) while the E Advance will cost from £28,660 ($37,500), including the £3,500 government rebate.
But the big question is will this car or something like that ever come to the US? Honda told me emphatically that the E will never be sold stateside. However, clearly Honda would be crazy to ignore its biggest market when it comes to its big plans for electrification.
There's no doubt the company will be closely watching how the European market accepts the E. That way, it can plan its future strategy around EVs and hybrid cars -- and whether that includes the US. We'll find out when it goes on sale in the summer of 2020.