Honda e:Ny1 Review 2023: Brand's First-Ever All-Electric SUV Is A Safe Venture Into A Crowded Market
Alex Harrington reviews the all-new Honda e:Ny1, the first all-electric SUV from the marque and the unofficial replacement of the outgoing Honda e.
Honda has brought some of the most advanced and impressive technology to F1 over the last few years, so when I was invited to check out the marque's first-ever all-electric SUV, I was chomping at the bit to find out what they could bring to the already saturated EV market.
The Honda e:Ny1, a name that sounds like the result of dropping your fist on the keyboard. It apparently has something to do with "energising yourself". But let’s not get bogged down by nomenclature. After all, it’s what’s under the bonnet - or floor in this case - that counts.
With 256 miles of range and a 62kWh battery neatly tucked beneath the cabin and seats, the e:Ny1 doesn't try to shove its technology down your throat. Instead, it whispers its tech sheet to you over a hot mug of Sencha tea. It’s not here to shock you out of your seat with blistering acceleration or an interior that looks like it was stolen from a sci-fi set. No, it’s here to reassure you that the future of EVs can be, well, quite normal.
And there’s something splendidly refreshing about that, isn’t there? In a world where every new electric vehicle seems to be screaming for attention with radical designs and ludicrous speed capabilities, the e:Ny1 is like a reassuring pat on the back from an old friend named Dependability. That's exactly what Honda is after with their first all-electric SUV. It's a transitional instrument between their excellent hybrid powertrains and what is the intimidating world of EVs.
The e:Ny1 seems to hit its target nicely; Not stepping too far from the known while resting just far enough into the future that the advancements are a noticeable and welcomed change. Although a frunk would have been nice.
Exterior
- Honda e:Ny1 2023
Measuring a neat 1584mm in height, 1790mm in width, and 4387mm in length, it subtly stretches 60mm longer than its cousin, the Honda HR-V, and brings forth the first glimpse of Honda’s new electric vehicle brand identity. A pristine white Honda logo graces the nose, replacing the traditional silver, while a typed-out ‘Honda’ adorns the rear, signalling a fresh era for the brand.
The e:Ny1, particularly when cloaked in the optional Aqua Topaz blue paint chosen to spearhead its launch, gently catches the eye amidst a sea of similar-looking SUVs. Slimmed-down headlights, chic 18-inch wheel designs, and a rear light bar harmoniously blend with the surrounding black and chrome exterior trim, presenting a design that is light-catching yet not overtly audacious. It doesn’t scream for attention as the Honda e did, and it treads a more conservative path than Honda's more daring-looking hatchbacks from yesteryears.
On The Road
The ride, albeit a tad on the firm side, is a familiar embrace for those acquainted with the electric SUV territory. The weight is handled pleasantly with minimal body roll. However, I haven't driven it enough to truly explore its chassis control. That's coming later this month.
Honda, ever the considerate engineer, has made a commendable effort to ensure that the acceleration doesn’t make you feel like your stomach is attempting to exit through your mouth. It’s perky, yes, but not unsettlingly so. Unless you decide to unleash its full potential in Sport mode, where it momentarily forgets its manners and lets the 201bhp have a brief, unbridled romp.
At full chat it gets a little loud in the cabin. The motors hum and there's continuous commentary from the road as it passes beneath you, but at slower speeds driving through towns and villages, it's a very pleasant experience.
Bringing the car to a stop isn't so enjoyable, however. The brake pedal offers a numbed feedback while it blends physical pads with the regenerative deacceleration of the electric motor. It means a smooth stop is more difficult than it really should be. There's too much pedal travel, too.
Just like the e:HEVs and PHEVS of the current range, the regen braking doesn't offer enough force to bring the car to a stop so no one-pedal driving for us, but it's changeable through the flappy paddles behind the steering wheel. I wish there was a gentler setting, however. The car constantly feels quite eager to slow itself, but this is simply something to get used to.
Interior
Inside, the e:Ny1 doesn’t attempt to dazzle with unnecessary pizzazz. The 15.1-inch touchscreen, while sizable, is sensibly divided into three sections, ensuring that vital controls and information are always within easy reach and view.
It's a shame that, like most cars these days, the temperature controls are accessible only through the touch screen. But the most important controls - front and rear screen defrosts - are placed onto two physical buttons at the very bottom of the screen's border.
I drove the Advance, which boasts two panoramic sunroofs - one over the front seats and one over the rears. But, while the former houses an automatic cover controlled via switches above your head, the rears are covered in plastic covers that manually have to be removed and stored elsewhere. This would be fine, but their removal hinges them across your face and, if you're sat normally, they'd hit your nose. I also wonder if they could be easily broken by children. Such a strange oversight from who I still hold to be one of the leaders of technology.
Conclusion
The e:Ny1 doesn’t shy away from competition, oh no. With rivals like the Toyota bZ4X and Peugeot e-2008, it stands in the arena, not as an underdog, but as a seasoned contender that knows its strengths lie not in outshining, but in outlasting. But with the Tesla Model Y starting at £44,990 in the UK, and significantly cheaper in the States, the e:Ny1 seems very expensive with a starting price of £44,995.
In a world that’s constantly chasing the next big thrill, the e:Ny1 is a gentle reminder that sometimes, the middle of the road offers the most scenic, serene, and satisfying drive of all. But it's the price that makes it very difficult for me to reward this 4 stars.
SI Rating: ⭐⭐⭐
3/5 stars
Specifications
Engine and Performance
- Engine Type: Battery Electric Vehicle (BEV)
- Driven Wheels: Front Wheel Drive
- Transmission: Fixed Reduction
- Max Power: 150 kW (204 PS)
- Max Torque: 310 Nm
- 0-62 mph: 7.7 seconds
- Max Speed: 99 mph
- Sound Level (Drive-by): 64 dB
EV Powertrain & Battery
- Battery Capacity: 68.8 kWh
- Range: 256 miles (WLTP Combined)
- Operation Efficiency: 18.2 kWh/100Km
- Electric Motor Type: AC
- Onboard Charger: 11 kW AC
- DC Fast Charge Max: 78 kW
- Charging Port: CCS (Type 2)
- Battery Thermal Management: Water Cooling
- Battery Chemistry: Lithium Ion
- Number of Cells: 96
- Nominal Voltage: 370V
Dimensions
- Length: 4387 mm
- Width: 1790 mm
- Height (Unladen): 1584 mm
- Wheelbase: 2607 mm
- Front Track: 1539 mm
- Rear Track: 1540 mm
- Ground Clearance: 135 mm
- Turning Radius (Body): 11.6 m
- Turning Radius (Wheel Centre): 5.7 m
- Steering Wheel Turns (Lock to Lock): 2.59
Capacity
- Boot Capacity:
- Rear Seats Up: 344 litres
- Rear Seat Down (to Roof): 1136 litres
- Rear Seat Down (to Window): 784 litres
Weight
- Kerb Weight: 1752 kg
- Max Permissible Weight: 2080 kg
- Payload: 324 kg
- Max Permissible Axle Weight (Front/Rear): 1065 kg / 1030 kg