The look was unmistakable; in fact, it bordered on seething. Our 2010 Honda Insight had caught the eye of a Prius driver who cast an assuming glance, and by default, aspersions on our car of the week. A case of “green envy,” you say? She was peering at a car that looked surprising like hers, but in reality wasn’t quite the same.

And so it is with the Prius look-alike Honda Insight, the cost-conscious, eco-friendly/smug-mobile (depending on your perspective) for everyone.

Is the new Insight nothing more than an 88 lb-ft. of torque weakling or is it the real deal?

What is it?
What Honda calls an Integrated Motor Assist, the rest of us call a hybrid. In actuality, Honda even calls it that, based on the badging at the rear of the car. Looking nothing like the previous teardrop-shaped Insight from Honda that was produced from 1999 to 2006, it is now a five-passenger, four-door hatchback resembling the outgoing Toyota Prius more than the Hybrid Civic.

In some ways, it’s a step back from the ultra-efficient first generation Insight, which was rated at 61 mpg in the city and 70 mpg on the highway – but this latest Insight can carry four passengers and their luggage.

What’s it up against?
Going hybrid to hybrid, it is a direct competitor to the Toyota Prius. Going further and comparing it with a broader hybrid field, you must include the Civic Hybrid, the Ford Fusion Hybrid and Toyota Camry Hybrid.

Of course, we can’t forget about the similarly-priced Volkswagen Jetta TDI. It’s no hybrid, but by using diesel fuel, it’s not much of a challenge to exceed 40 mpg on the highway in one.

Any breakthroughs?
Well for starters, how about the shape? Apparently Honda found that customers were not ponying up their hard-earned to buy a hybrid that looks like a “light green” hybrid Civic. Looking like a close relative of the Toyota Prius by virtue of the current aerodynamic school of thought, it appears that Honda has taken the saying “if you can’t beat them, join them” to heart.

Technologically, look for their Eco-Assist economy mode, which enhances fuel economy and gives you visual cues as to how you are doing. It also presents you with a report card on current and long term driving practices. Finally, on the efficiency side, the speedometer’s background changes color to indicate your driving style efficiency.

Honda’s Vehicle Stability Assist stability control comes standard on the EX model, too.

How does it look?
Remember the old Honda Insight? Don’t come here looking for that.

Instead, look for a ride that looks to its competition for inspiration. This new Insight looks like last year’s Prius, but it borrows styling details up front from the FCX Clarity Hydrogen concept car that Honda showed at the Los Angeles Auto Show in 2008. The six-point bar-style grille looks as home on this hybrid Insight as it would on Ford’s Fusion.

Aerodynamically, the Insight takes the ball presented to it by the Civic Hybrid and runs with it, improving in almost every area. Strakes on the front guide air past the wheels while a vastly cleaned up underbody smooth out the airflow underneath.

A set of smoother, narrower four-lamp headlights touch off the front end of the Insight and in the process clean up the front end. Overall, it’s not as “Buck Rogers” as the model it replaces.

And on the inside?
From the two-tiered dash and control panel, to the multi-information display, this car is a total light show. Highlighted by the three-spoke steering wheel that offers controls to nearly all of the IMA operations monitors, it is a more traditional dashboard than the one in the Prius and its corporate cousin, the Lexus HS 250h. Order the uplevel EX model and you’ll get a chance to upgrade to the full navigation system.

But the one thing we notice overall on many of these hybrids is a design to be different for differences sake. Apparently there is a designer’s rulebook floating around that dictates that the interiors of these high-tech vehicles must be cold, and technical rather than warm and inviting. The Insight leans to the former as opposed to the latter.

A single dial is in place to operate the climate controls. We like this look, and it shows great promise in simplifying dashboard layout. A nice touch is the addition of the power outlet adjacent to the iPod/aux/MP3 outlet. On the downside, a tight rear seat makes this an around-town vehicle, if you will be hauling more than one passenger.

But does it go?
Well, to be certain, it’s no hot rod. But it does move. Using Honda’s fifth generation of Integrated Motor Assist system, it is comprised of a 1.3-liter, two-valve per cylinder four-cylinder engine, producing 88-horsepower at 5,800 rpm, mated to an ultra-thin electric motor that puts out 13-horsepower at 1,500 rpm. Combined output for the drivetrain comes in at 98-horsepower, and 123 lb-ft. of torque. With a curb weight of 2734 lbs., expect 0-60 times just under 11-seconds (10.9 to be precise). Thinline batteries for the motor reside under the rear cargo area, and help to maintain the flat floor.

A byproduct of the hybrid system is regenerative braking which helps to restore energy to the batteries. Pull up to a stoplight with the brakes on, and you are throwing energy to help recharge the batteries. This process will power the electric motor up to thirty miles-per-hour. While in the Econ mode, power and torque are reduced by what Honda says is up to four percent – that’s a rather noticeable four percent in our book. Pulling to a stop caused the air conditioning compressor to disengage, with the result being plain, almost stagnant air from the registers. In northern climates, this may be okay. In the dead of a humid summer, it’s definitely not a refreshing feeling. Pushing the Econ button to its off position, while not at its ultra-saver mode, does alleviate the problem by keeping the air conditioning running full steam.

The gas engine and electric motors are married to a continuously variable transmission, which still has paddle shifters for when the spirit moves you – something that may not happen too often. Built into the Econ mode is a monitor that shows how well (or poorly) you may be stomping the pedal. Eventually you find that you will be staring down at the gauge to observe your performance, which may end up taking your eyes off the road. Perhaps a “heads up display” showing vehicle performance would be a better way to go in the end to promote safe vehicle operation, even if it adds a few bucks to the bottom line.

Regardless, there comes a point where behavior modification comes into play that in turn makes you a more frugal driver. With an EPA estimate for combined fuel economy of 41-mpg city and highway, and a 10.6-gallon tank, expect a maximum range of just over 400 miles per tank full. It’s not Prius mileage, but it’s good, nonetheless. We didn’t quite see those figures, but we’ll chalk some of the loss up to wanting to keep our posteriors cool by leaving the Econ mode off.

Ride quality is firmer (and as a result, sportier) than the Prius. MacPherson struts in front, and a torsion beam in the rear, while not the latest in high-tech suspension kit, do a competent job of keeping the four low-rolling-resistance tires firmly planted. In an effort to come in under the Prius’s price point, certain corners were cut. They include the rear brakes, where drums are taking the place of a more preferred disc brake system. ABS and EBD do show up to help smooth out the stopping process.

Why you would buy it:
Because you prefer to march to the beat of your own drummer, in this, the anti-Prius. Plus, you get to pocket a few extra shekels in the process.

Why you wouldn’t:
Because you think those Toyota commercials with all the people dressed in green plant outfits looks pretty cool, and you want to be like one of them, too.

Leftlane’s bottom line:
As with most hybrids, it’s not the perfect be-all end-all to a high mileage cruiser. Every one of them has limitations, the Insight included. While not perfect in its own right, it is the perfect alternative to those who reside in the Prius nation.

For gearheads, we can think of a handful of other, more compelling options on the market, however.

2010 Honda Insight EX base price, $23,100. As tested, $23,770.
Destination, $670.

Words and photos by Mark Elias.

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