VM Test Honda-e Advance: Maximum Penalty in the Retro EV

Talk to me! The CCS charger doesn't pick up any connection

But that's not all, the charger, which is so casually placed in the middle of the short hood in "Power-Dome" style, does not establish communication with the CCS charger at the HPC station, it doesn't lock. This has always worked here before, for example with the VW e-Crafter, so it seems to be more of a vehicle problem. What now? Five percent battery after 140 kilometers, 12 kilometers left, that will never be enough to reach Munich-North, formally just over 20 kilometers. Next Eon station. Damn, it's only accessible via app! No desire for further registration procedures.

A small hatch at the Hypercharger-HPC station points to the Type 2 connector. Try it out! Plug connected, turned, the charging hatch is free. Will everything be alright now?! A look at the display, which started the charging process with a GP-Joule/Greenpeace Energy card: 4.4 kW. Excuse me! Is this a joke? Formally, it would be 6.6 kW, also not exhilarating. So here we stand, shaking our heads over this supposedly "smart" package, which fails precisely on the "last mile": In terms of efficiency. And that is ultimately crucial despite all sympathy.

High expectations, big disappointment: A Mini SE can do it too!

Put another way: Our expectation of such a progressively designed, innovation-packed, screen-filled, original solutions and cozy small car, which certainly meets premium standards without needing a material battle, is that it should have a consumption of less than 15 kWh/100 km. After all, the Mini Cooper SE managed it over the same course. It can be squeezed down to less than 13 kWh overland, under 14 kWh in the city, before it goes up to 16 kWh/100 km on the highway. But for 200 kilometers, this super-efficient package from the BMW i3 is quite realistic. And with this attitude, we take a seat behind the Honda's wheel.

Dream interior: cozy retro style

And we are pleased to see that "retro-look" with a hint of the Golf 1 can also be less baroque and overwrought than in the Cooper SE. Instead, it’s in the relaxed style of a Scandinavian living room. The Honda-e's interior is simply "hyggelig", as the Danes would say. Despite hard plastic here and there, it all feels good to the touch, looks good, and above all, serves its function. There are real buttons on the wood-imitation balustrade for the powerful sound system installed in the higher-end Advance model. A ventilation system with rotary knobs! A (wood-imitation) console that feels great to touch for drive modes and the handbrake! A 230-volt socket! A wonderfully grippy leather steering wheel! And these incredibly cozy seats with their lounge-like cotton blend fabric!

Infotainment: The broad spectrum of charm

In contrast, there’s this ultra-modern and timely connected infotainment band made up of three screens with pleasantly calm backdrops and ultra-sharp reverse cameras, which, unlike the digital rearview mirror, retain "clear vision" even in wet conditions. You don't even want to get out of this rolling retro living room, whose rear bench really reminds you of a couch, with enough head and legroom, by the way, and passenger-friendly doors for getting in. You can forgive the tiny trunk (171 l), which is a "one-trunk" in the truest sense, offering no underfloor storage and little loading height, despite the decent 1.51-meter roof height. The loading capacity is also rather limited: 245 kilograms remain with a measured empty weight of 1,625 kg (including the driver).

Like a bouncy ball: Excellent handling

But the Honda-e makes an excellent impression not only when stationary but also on the move. Let others reach 100 km/h in under four seconds; the measured seven seconds for this still respectable 1,625 kg (including the driver) heavy Nippon-mini feel like riding a bouncy ball despite a formally moderate 154 PS. Without hesitation, the rear-wheel-drive little electric car with its 315 Nm springs from the starting blocks, zooms towards the horizon as if pulled by an elastic band, with no tugging or twitching in the super-precise, curve-devouring steering, as can happen with the front-wheel-drive Mini SE. You don't even need the sport mode, which makes the response even sharper. Add to that a creak-free, rock-solid body, not-too-harsh suspension, no noticeable body roll, perfectly controllable, and 50:50 balanced handling – it’s a go-kart feel, filtered through the comforts of a go-kart.

Sensational agility, narrow track

Moreover, the rear-wheel drive enables a sensational turning circle of nine meters. "That will never work" – and yet, you make a U-turn in the roundabout where other test cars had to make adjustments. Overall, this agility: If a "city car" is not a contradiction in itself, then this space artist from Japan beautifully resolves it: 3.90 meters short and 1.75 meters narrow (including mirrors ;-)), you can really buzz through the tightest lanes. The "one-pedal drive" button is also helpful in the city, although not entirely intuitive to locate, but once activated, it provides such firm deceleration to a complete stop that the conventional brakes become redundant.

Even for a "long drive": 22.8 kWh/100 km

But this brings little benefit for the regeneration of the energy storage. The rear-wheel drive shows itself to be surprisingly hungry, especially on the city stage, where the Honda-e with its vampire motor draws as much power as it does later on the highway: 18.4 kWh/100 km, mind you, according to the rather flattering display of the onboard computer. Overland, it then gets by with 16.8 kWh/100 km according to the display, before moving on to the final criterion (18.6 kWh/100 km), which turned out to be the "killer criterion". So here we are again: stranded at the CCS charging station, which does not want to communicate with our cute cult electric car. What a pity, considering this vehicle is otherwise so friendly with its surroundings.

PS: Ok, everyone gets two tries, the cute Honda gets a bonus: Additionally, a tour check from Munich to Chiemgau, loaded, but moderate highway and country road speed, ventilation on "normal," but level 1 to 2. Technically trouble-free 30-minute CCS intermediate charge from 35 to 82 percent at the Allego station in Bernau (A8), quickly found and approached via clear navigation search. Summary of this service trip: After 221 kilometers, we averaged a consumption of 22.8 kWh/100 km, measured at the charging station, not on the onboard computer.

VM conclusion Honda-e:

What a cool contribution to the topic of e-mobility: The prerequisites are so good. Compact, small, but anything but a dreary sacrifice or rational car. Instead, it's cult in design and "fresh" and "techie" in execution – and for what it offers, with a complete set costing just under 34,000 euros (base version is enough!), it’s fairly priced. Sure, a Renault Zoe or Opel Corsa-e, or Peugeot e-208, are more sensible, spacious, and longer-ranged. But despite this: If the Honda-e had a better consumption, nothing would stand in the way of the cult of the electric love bug 2.0. Please urgently improve efficiency. Otherwise, all the cult status is not worth much. It is certain after our test, which follows closely on the Honda Jazz eHEV: The Jazz is a far better HEV than the "e" is a BEV. Hopefully, Honda can improve here once again.

Technical Data: Honda-e Advance

• Drive: Permanent synchronous electric motor; rear-wheel drive; 154 PS/113 kW, 315 Nm
• Dimensions: LxWxH: 3,894x1,752x1,512 mm; wheelbase: 2,538 mm; turning circle: 9.2 m
• Weights (measured): empty 1,625 kg (including 75 kg driver); gross weight 1,870 kg; payload 245 kg; test weight 1,775 kg
• Trunk: 171/571/861 l (window/roof)
• Battery: Lithium-ion 35.5 kWh gross; 28.5 kWh net
• Charging technology: 6.6 kW AC Type 2; 56 kW DC CCS
• Prices: Honda-e €33,850; Advance €38,000 (including 19% VAT)
• Standard equipment (including): Electric motor 100 kW, Sensing safety package, LED lights, parking sensors, reversing camera, regenerative braking and one-pedal driving, 6 speakers (180 W), HDMI connection, USB connection and 3 USB charging ports, Honda Connect with Garmin navigation (12.3"-dual touchscreen, AM/FM/DAB+, wireless Apple CarPlay, Android Auto, internet radio, internet browser), panoramic glass roof, acoustic vehicle alert system (AVAS), BT hands-free kit with voice control, external mirror camera system,front seat heating, Smart Entry & Start, air conditioning, electric windows,electronic parking brake
• Advance additionally: Electric motor 113 kW, choice of 17-inch alloy wheels, parking exit assistant, Honda Parking Pilot, blind spot assist, heated windscreen and steering wheel, interior mirror with camera, multi-view camera system, 8 speakers (376 W), 230-volt socket
• Test consumption: 20.5 kWh/100 km (including charging loss); city: 18.4 kWh/100 km; country: 16.8 kWh/100 km; highway: 18.6 kWh/100 km; overall: 18.1 kWh/100 km (according to onboard computer)
• Tour check (220 km, highway/country roads): 22.8 kWh/100 km (including charging losses)