When the current generation Honda Insight was introduced in March 2009 as a 2010 model it was hailed as a “Toyota Prius fighter.” Making the best use of the most cost-effective Honda hybrid technology, the Insight was touted as a 40-mpg-plus compact car for less than $20,000 – a figure designed to undercut the least expensive Prius by about $2,000. But Toyota countered with a lower priced Prius. With around $1,500 difference in price, combined with the Prius’s 51 mpg city and 48 highway versus the Insight’s 40 city/43 highway, the projected Insight sales of 70,000 per year didn’t happen.

Last year, to be more competitive and jump-start the sluggish sales, Honda added a new entry level Insight hybrid model to its 2011 lineup. Named simply the Honda Insight, the $18,200 price gave it a walloping $4,610 price advantage over the base Toyota Prius II. (Toyota relegated the Prius I for fleet sales only.) The result? The same as the previous year – Honda’s little hatchback hybrid never came close its yearly sales goal. In fact, since its March 2009 introduction Insight sales have tallied only 57,083 units.

For 2012 It’s Try, Try Again

Like the little hybrid that could, Honda’s 2012 carries over with updates in hopes of increasing sales. The company has given the car minor changes to the exterior styling, interior and a slight increase in fuel economy. Traditionally, these changes – what the industry calls a refresh – come after a vehicle has been on sale for three or four years, but the Insight’s situation called for faster action.

The sub-model designation nomenclature, however, is still the same as it was in 2011. The lineup begins with the base Insight starting at $18,350, a $150 increase over 2011. Next is the LX with a $225 price bump to $20,125. The top EX trim starts at $21,815, $325 more than the 2011 model. There’s also the EX with Navigation, which is priced at $23,540, a $275 increase. Of note, the 2012 Insight’s price increases are relatively small compared to the 2012 Toyota Prius’s $480 to $1,045 jump.

Under The Hood

Increasing the fuel economy of an existing vehicle is not an easy task, particularly one that is already one of the most fuel-efficient available. But that’s what Honda accomplished on the 2012 Insight, with some tweaks under the hood plus an exterior nip and tuck. This latest edition posts EPA mpg numbers of 41 city/44 highway and 42 combined; a one-mpg increase in each category.

The design tweaks start with a change to the aerodynamic shape of the engine bay underbody cover. Next, minor revisions to the engine and transmission cut friction to reduce fuel consumption.

The Insight continues with the hybrid system that Honda calls Integrated Motor Assist (IMA). It’s an apt name since the electric motor assists the gasoline engine rather than working in tandem with it. The assist occurs when passing or climbing hills and in certain situations, namely low-speed driving, it can even move the car on its own, though the engine always turns.

The Insight’s IMA system is comprised of a 1.3-liter four-cylinder gasoline engine and an electric motor paired with a nickel-metal hydride battery pack. The gas engine generates 88 horsepower and 88 pound-feet of torque, while the electric motor chips in 13 horses and 58 pound feet. Due to varying torque peaks, the maximum combined output is 98 horsepower and 123 pound-feet of torque. Power is directed to the front wheels through a continuously variable transmission (CVT), which provides infinite ratios to keep the engine operating within its most efficient range.

On the upscale EX model, Honda offers paddle shifters mounted behind the steering wheel that give the driver the experience of a seven-speed gearbox. A CVT doesn’t actually have gears, so the system uses electronics to direct the transmission to up- or downshift in specific ways when a driver hits a paddle.

Exterior

For the Insight’s design, Honda uses a shape that’s coming to define hybrid and electric vehicles: a four-door hatchback with a smooth front and a high, abrupt tail. You can add the Insight to a list of similarly shaped cars that begins with the Toyota Prius and includes the plug-in Chevrolet Volt extended-range electric vehicle as well.

The nip and tucks of the exterior include a new grille design that introduces a thin, blue accent bar, blue light surrounds inside the headlamp casings and a restyled front bumper. The rear bumper is also redesigned with diffusers added to smooth airflow while the aerodynamic strakes forward of the front wheels have been extended. These two changes, along with the engine bay’s underbody cover, reduce the drag coefficient by two percent, helping to improve highway fuel mileage.

The low nose, swept-back windshield, and long, gently arched roof let onlookers know that the Insight is a gas-electric car. That’s a message that is important to many hybrid buyers.

Interior

Despite the small platform, the Insight feels spacious, airy, and somewhat futuristic. Like the Honda Civic, there’s plenty of forward space and a clean, multi-level dash. Standard tilt/telescoping steering wheel and manual height-adjustable driver’s seat assures a comfortable driving position.

In response to owner input, for 2012 the center-console beverage holders have been reshaped to accommodate larger drinks and the front armrest (not available on the base model) is more supportive. The available navigation system now includes a rearview camera and a 16-GB flash memory system replaces the 4.7-GB DVD-based system used on the prior model.

In back, changes to the rear headliner shape and deeper sculpting of the rear seat cushion result in 0.6 inches more headroom. (Hey, every 10th of an inch helps.) The 15.9 cubic feet of cargo room behind the rear seats is sufficient – maybe not for a family of four, but certainly for a couple taking a road trip. When more carrying room is required, the 60/40-split fold seats can open up to a fairly generous 31.5 cubic feet.

Driver Controls And Feedback, For Max MPG

The electronics in the control system let Honda offer what it calls the Eco Assist system, which tells the driver how economically he or she is driving by changing the background color of the speedometer. Green means good, blue means you’re a lead-foot. There’s an ECON mode that enhances fuel economy further by resetting the control logic, so the car accelerates more slowly and backs off the gas engine quicker.

The dashboard Eco Guide accumulates data on driving patterns, so hypermiling drivers can analyze their history to improve driving strategies. Honda even shows up to five green leaves in the display – similar to graphics in the Ford Fusion Hybrid – to reward drivers who display the most economical behavior over time. Wilted leaves means more practice is required for driving economically.

On The Road

The Insight can feel labored when accelerating rapidly off the line or overtaking fast-moving traffic. In ordinary driving conditions, however, the powertrain absolves itself well enough and the car is stable on the highway. Our take is the Insight’s handling leans toward its cousin, the Honda Fit – which is to say, it is fairly nimble and responsive. Steering feel is good and contributes to a generally rewarding drive. The ride is firm and reasonably well damped but the suspension’s tuning makes known even the smallest road imperfections.

Cabin noise intrusion has been an issue with the Insight since day one. The low-rolling resistant tires have been singled out as the major noisemaker – as they are with all hybrids – and a bit of buzziness from the engine during periods of stronger acceleration is another contributor. Interior noise sees improvement for 2012, thanks to thicker noise-insulation materials and additional insulation panels in the cargo area.

Bottom Line

If you are a prospective hybrid car buyer, there’s no question that the price of the 2012 Insight will get your attention, plus until the Prius c arrives, it has the highest fuel economy rating of any vehicle under $20,000. Additionally, even the entry-level Insight is well equipped with standard features that include: automatic climate control; remote keyless entry; power windows, door locks and outside mirrors; tilt-and-telescoping steering column; manual driver’s seat height adjustment; AM/FM/CD audio system with two speakers; auxiliary audio input; and unique seating fabric.

And when it comes to standard safety features, the Insight has all the biggies: front, side and curtain air bags; front active head restraints; four-wheel anti-lock brakes with electronic brake distribution; and electronic stability and traction control.

The 2012 Insight has lots of compelling reasons to place it on or near the top of hybrid shopping lists. But, it will soon be overshadowed by the 2012 Prius c when it arrives in March. Slightly smaller than the Insight, Toyota says the Prius c will start under $19,000 with an estimated mileage rating of 53 city/46 highway and a combined 50 mpg.

If fuel economy and price are important criteria in the new car purchase, there are a host of gasoline-powered alternatives with fuel-economy ratings in the mid 30-mpg range in city driving and an even 40 on the highway. That’s within sniffing distance of the Insight at lower prices. Might be worth checking out the Ford Fiesta, Chevrolet Cruze, Hyundai Accent or Mazda3 before committing to an Insight.

Still, the Insight has something the others don’t have – it’s a Honda.

Prices are Manufacturer Suggested Retail Price (MSRP) at time of publication and do not include destination charges, taxes or licensing.

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Today Honda Motor Company announced it will release refreshed Insight hybrids including a somewhat more upscale version with larger engine to the Japanese market.

The 1.3-liter 40-plus mpg version will be joined by a 1.5-liter model Honda is calling the Insight Exclusive, and the company says dealers will get them Nov. 11.

No word was given whether these tweaked models will find their way to the U.S., but it’s certainly possible.

Changes to the base model include new exterior styling elements and a more refined interior for the vehicle that is smaller and less expensive than a Prius, but rated with lower mpg.

The i-VTEC engine merged with Integrated Motor Assist (IMA) electric motor and a comparatively tiny flat nickel metal hydride battery pack that sits below the cargo floor are said to offer improved fuel economy.

Unfortunately we can only tell you the Japanese mileage numbers and that these are an easy 20-25-percent higher than would be EPA numbers.

Honda says the 1.3 gets 27.2 km/L as measured in JC08 mode and 31.0 km/L as measured in 10·15 mode.

The EPA rates the 2012 model at 41 city/44 highway, and if nursed on relatively flat terrain with some coasting, the car can see its dashboard’s instantaneous mpg readout coaxed to as high as 65 mpg.

If calculated into miles per gallon, Honda’s figures would translate to an exaggerated 64/73 mpg respectively, but again, these should be taken with more than a grain of salt.

The new Japanese market Insights now come standard with Vehicle Stability Assist (VSA).

Newly designed bumpers, a physically wider appearance, and a re-contoured rear seat are among subtle alterations.

Honda added more sound insulation as well to improve interior quietness.

As for the Insight Exclusive, this model shares upgrades and adds a 1.5 liter i-VTEC engine delivering lower economy, but more power than the current 1.3-liter U.S. version’s 98 horsepower and 123 pound-feet of torque.

Honda does not list the 1.5-liter’s power output, but says acceleration and highway cruising are improved at the expense of fuel economy.

Mileage figures are stated as 23.2 km/L as measured in JC08 mode and 26.5 km/L as measured in 10·15 mode.

The Japanese test cycle figures would translate to 54.6/62.3 mpg, and these too are significantly higher than the EPA tests would declare.

The Exclusive is further distinguished by a premium front grille, LED accessory lights, bumper and trim styling elements and shark fin antenna.

The more upscale vehicle also makes a navigation computer available that can also receive HD television broadcasts.

The refreshed Japanese Insights’ starting yen prices convert to $24,221 and $26,103 respectively.

Last month U.S. sales of the Insight faltered by nearly 47 percent compared to the month before with sales of only 512 units.

By comparison, the industry-leading Prius sold 9,325 units in September while declining only 1.7 percent from the month before.

Current year to date Prius vs. Insight sales as of September was 93,243 Prii compared to 13,618 Insights.

The Insight was redesigned for the U.S. in 2009 and intended as a Prius fighter. It does not appear to be winning the prize, although it is an excellent car in its own right.

We shall see what the time frame is for the U.S. to get the refreshed models and whether they will help Honda which also suffered this year with its fellow Japanese automakers after the March earthquake and tsunami.

Honda

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In 2009, Honda brought the Insight back after a four-year absence from the market, poised to challenge competitor Toyota’s best-selling hybrid. The second-generation Insight grew from a 2-seat subcompact to a 5-seat compact, and its price was cut to less than $20,000 in an attempt to undercut its rival. (Fuel economy also shrank from a combined 53 mpg to just 41 mpg.)

Honda had high hopes for the Insight, projecting sales of 70,000 units per year in North America. To date though the car has failed to live up to those hopes, with annual sales topping out at little more than 20,000 units for its first two years, and last month’s numbers barely eclipsing the 500 vehicle mark.

So what prevented the Insight from mounting a true challenge to the Prius? For one, the overall hybrid market still hasn’t matured to the levels Honda anticipated when it set its ambitious 70,000-unit sales goal. Hybrids are still a relatively niche purchase in most parts of the country and so far, gas-electric shoppers have shown that they’re willing to pay a little more for the added amenities, roominess, and fuel economy of the Prius.

Toyota also helped make that decision easier when it lowered the price of the least expensive Prius model to just $1,500 more than the Insight, shortly after the car’s release. Last year, Honda countered by introducing an even more affordable version of the Insight that starts at just $18,200—$4,600 less than the Prius II. For 2012, Honda will increase the base price of the Insight by $150, to $18,350.

So will these new tweaks help the Insight reach its Prius-fighting potential? Probably not. But many reviewers and Insight drivers would point out that that doesn’t make the it an inferior car. With sound fuel-efficient driving techniques, the Insight is capable of posting Prius-like fuel economy numbers in real-world situations, at a price thousands of dollars lower than the world’s best selling hybrid. For shoppers looking for an affordable new hybrid that gets them where they need to go while providing significant fuel cost savings, the Insight is a very compelling option—and added refinements certainly won’t hurt that equation.

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In a Dec. 6 article, Automotive News primarily focused on how Kohei Hitomi, chief engineer of the Honda Fit, was asked by Honda’s top management in 2003 to make the Fit easily adaptable into a hybrid. So, Hitomi built in extra space below the rear floorboard flap for a potential electric motor in the engine housing. In the hybrid, the space houses the battery pack, inverter and controller—but it’s left empty in the gas-powered Fit.

Hybrid Trend

Four years later, Honda’s strategy of designing the Fit to easily accept a hybrid drivetrain was extended to all mainstream Honda models, regardless of whether or not the vehicle was scheduled to get a hybrid version. “From now on, the basic stance is the simultaneous development of the base model with the hybrid version in mind,” said Hitomi, in an interview with Automotive News. “That is the trend.”

The Honda Fit Hybrid went on sale in Japan in October, and will be sold in Europe in early 2011. The Fit Hybrid’s fuel efficiency and price aligns with the 2010 Honda Insight, rated at 40 mpg in the city and 43 on the highway. There are currently no plans to bring the Fit Hybrid to the United States.

According to Automotive News, Honda is working on a wagon version of the Fit that will come with both conventional and hybrid drivetrains. The wagon, which will be about 20 inches longer than the current Fit, will also only be available in Japan.

A Lot More Hybrids, Plus Plug-ins

Due to government regulations and incentives, hybrid sales in Japan since last year have eclipsed of those in the United States—but with tougher U.S. fuel economy regulations slated for the U.S. in 2012 to 2016, the American hybrid market is expected to dramatically grow.

Engineers working on the Honda Fit Hybrid employed additional fuel efficiency improvements, such as better aerodynamics—reducing the size of the front grille, adding low-resistance tires, and designing a small air intake for the battery cooling system. These strategies will also be applied to larger hybrids expected from Honda and its Acura luxury brand.

As we reported on PluginCars.com, those larger hybrids will employ Honda’s upcoming two-motor hybrid system with plug-in capability. While the Fit Hybrid is not expected in the U.S., Honda announced at the 2010 Los Angeles Auto Show, that an all-electric version of the Fit would go on sale in 2012.

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The new value base Insight model, which goes on sale today, is rated with the same mileage as the other Insight models: 40 miles per gallon in city and 43 mpg on the highway.

When the Honda Insight was introduced in early 2009, it was intended to compete as a more affordable alternative to Toyota Prius. But the final sales price of the Insight, typically in the low $20,000s, is not that much cheaper than a Prius—and the fuel economy is considerably lower. As a result, the Prius outsells the Insight by a ration of about 5 to 1. Nonetheless, in recent months, the Insight has become the second best selling hybrid in the United States behind the Prius—beating out the larger more expensive Ford Fusion Hybrid.

In April, Takanobu Ito, Honda’s president, said he was not satisfied with Honda’s hybrid technology, and charged engineers with producing the next Honda hybrids with fuel economy that beats the Prius’s combined 50-mpg rating. At the 2010 Los Angeles Auto Show earlier this month, Honda unveiled a new two-motor full hybrid system capable of achieving that goal. Coming at the heels of the L.A., the announcement of the lower priced Insight base model indicates Honda’s seriousness about hybrids—and its diligent efforts to simultaneously lower the cost of its hybrid models while significantly increasing fuel efficiency.

Honda said that all three 2011 Insight models will offer vehicle stability systems as standard equipment. The new base Insight comes standard with anti-lock braking, automatic climate control, power windows and remote entry, Honda’s continuously variable transmission, a tilt and telescoping steering column, 60/40 fold-down rear seats, Honda’s Eco Assist driving behavior feedback system, 2-speaker audio system with CD player and an auxiliary audio input and front, front-side and side-curtain airbags.

The LX trim level, which will be priced at $19,900, adds cruise control, a four-speaker audio system, an armrest console, floor mats and a security system. And the top-level EX, which starts at $22,240, includes alloy wheels, steering-wheel paddle shifters, six-speaker audio system and heated side mirrors with integrated turn signals.

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In February, we reported that Honda is developing a hybrid system suitable for larger cars such as the Odyssey minivan and the Pilot sports utility vehicle. Tomohiko Kawanabe, Honda’s chief operating officer for automobile research and development, told Reuters, “We’ve left the research stage and entered the field of development.” Kawanabe said these vehicles could hit the US market in about three years—a timeline that coincides with this week’s news about the Yorii factory.

Honda took an early lead in hybrid development about a decade ago, but has since fallen behind in the hybrid and electric vehicle race. The company had been following a two-part efficiency strategy: diesel engines for larger vehicles and hybrid powertrains for cars. However, it appears the carmaker is focusing its mid-term efforts on hybrids.

In April, Honda president Takanobu Ito, said the company had grown “complacent,” and specifically pointed to its poor performance with hybrids as a key sign of the problem. “Even before the green thing was big, they were into green,” Ed Kim, an industry analyst at AutoPacific Inc. in Tustin, California, told BusinessWeek. “Over the last few years, they’ve been completely leapfrogged in new engine technologies.”

To correct the situation, Ito is pushing his engineers to have the next-generation Honda Insight beat the Toyota Prius’s fuel economy numbers—and to deliver it as soon as possible. In addition to trying to beat the mileage of the Prius, Ito wants to roll out a new two-motor hybrid technical design—one motor employed to increase engine power and another solely to charge the battery. The new system is also likely to employ lithium ion batteries instead of the nickel metal hydride technology currently in use. Honda reportedly will apply its new hybrid approach to a new minivan and unspecified Acura models.

Honda also been researching pure electric cars, but favors hydrogen fuel cell vehicles as a long-term strategy for zero-emissions vehicles.

The combination of relatively low gas prices, and a sluggish economy, have dampened hybrid sales in the U.S. in recent months. It’s a different story in Japan. Toyota’s Prius was the top-selling car in Japan in June for the 14th straight month—due to high gas taxes and generous consumer incentives for hybrids. In June, Toyota sold 31,876 Priuses in Japan, but only 10,988 in the United States.

There are currently no hybrid minivans available to U.S. consumers. Honda is apparently setting its targets for 2013: A high-mpg hybrid minivan; a sedan that beats the mileage of the Toyota Prius; and a hybrid minivan that delivers better MPG than the class-leading Ford Escape Hybrid. If Honda succeeds, it could re-establish its leadership role for fuel efficiency.

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“I’m not satisfied,” Ito told Automotive News. In the first quarter of 2010, Honda’s share of the US market fell to 10.1 percent—from 10.5 percent a year earlier.

In concept, the Honda Insight was intended to compete as a more affordable alternative to Toyota Prius. But the price of the Insight, typically in the low $20,000s, is not the much cheaper than a Prius—and the fuel economy is considerably lower. The Prius gets 51 mpg in the city and 48 on the highway, compared with the Insight’s 40/43. The copycat shape of the Insight added to the negative comparison with the Toyota Prius, which has outsold the Insight by about 5 to 1.

In addition to trying to beat the mileage of the Prius, Ito wants to roll out a new two-motor hybrid technical design—one motor employed to increase engine power and another to solely charge the battery. The new system is also likely to switch to lithium ion batteries from the nickel metal hydride technology currently in use. Honda will apply its new hybrid approach to a minivan and in Acura models. A rework of Honda’s hybrid system could potentially create a technology pathway to plug-in hybrids.

More Lessons to be Learned

Honda’s new and improved hybrids are not expected until about 2012. Meanwhile, the company will introduce the Honda CR-Z hybrid coupe this summer. Unfortunately, the small hybrid could be another case of neither-here-nor-there, at least according to Graham at Fifth Gear, the British television show. The CR-Z looks sporty enough, but at 122 horsepower, it’s “not blessed with red-blooded speed,” said Graham. At the same time, the fuel economy averaging at 37 mpg is only “reasonable” and “doesn’t sound that good next to a Prius.”

Yet, Honda engineers and designers should take heed to Fifth Gear’s positive feedback on features that could be applied to future hybrids. Graham calls the interior “mad and brilliant,” and praises the availability of a six-speed manual gearbox—a first for hybrids. Given the CR-Z’s moderate level of high-speed handling and cool interactive dashboard features, the reviewer said, “You can’t accuse it of being dull.” Pricing in the US for the CR-Z has not yet been announced.

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Consumer Reports yesterday named the 2010 Toyota Prius the best new-car value for the year. On top of that, Toyota is offering unprecedented deals on the Prius.

In an unexpected turn of events, Toyota’s safety recalls could create a jump in hybrid sales. To counteract the effects of negative publicity, Toyota is offering a sale on the 2010 Prius: $249-a-month on a three-year lease. Some dealers are also increasing residual rates and dropping finance rates.

“The programs are very aggressive,” says Tom Rudnai, president of Longo Toyota in El Monte, Calif., the highest-volume Toyota dealership in the country. “We are seeing quite a bit of traffic,” Rudnai told the Wall Street Journal. He added that the recall is bringing hundreds of customers for service, providing an opportunity to speak to them about deals on their next vehicle.

Hybrid competitors, most notably Honda and Ford, are trying to take advantage of Toyota’s problems. According to Autodata Corp, Honda is discounting the Honda Insight to $219 per month on a no-money down lease. The Ford Fusion Hybrid continues to sponsor American Idol, which also features competing commercials, sometimes back-to-back, for the Fusion Hybrid, Toyota Prius and Honda Insight.

This level of marketing, and price incentives, is unprecedented for hybrids. In recent years, when gas prices were higher, dealers were charging premiums to hybrid buyers hoping to bypass long waiting lists to purchase a Prius.

Analysts expect Toyota’s overall maket share to slide by about 3 percentage points, and the company will take at least a $2 billion hit to its profits from the costs of repairs and loss of sales due to negative publicity.

Despite the recalls, and even before the hybrid deals, the Toyota Prius topped the list of new-car best values according to Consumer Reports‘ latest annual auto issue, announced yesterday. The 2010 CR issue has the Prius beating out more than 280 cars in eight categories—and nudging out the Honda Fit for the top position. While the Prius is more expensive than the Honda Fit—by about $10,000—and has a higher cost per mile, the Prius performed notably better in Consumer Reports‘ battery of road tests, earning a score of 80 versus the Fit’s 68. According to CR, both cars have excellent reliability.

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Honda took an early lead in hybrid development about a decade ago, but has fallen behind Toyota and Ford in the race for appealing fuel-efficient gas-electric vehicles. Honda has been advocating a two-part efficiency strategy: diesel vehicles for larger vehicles and hybrids for cars. However, it appears that the company might be flipping that strategy by producing larger hybrids for the US market and diesels with smaller engines for Europe and Asia.

In late 2008, the company abandoned its large-vehicle diesel strategy, but held firm to its goal of producing smaller relatively affordable hybrids. In July 2009, Honda president Takanobu Ito promised to speed up production of hybrid cars, focusing on small hybrids, such as the CR-Z and a Honda Fit Hybrid. Ito said, “Our theme is hybrids.” In January 2010, Ito said that it apply hybrid technology to Acura vehicles.

However, its biggest move in that direct, the 2010 Honda Insight, failed to capture interest from consumers. Last week, Honda Executive Vice President Koichi Kondo told Bloomberg that the 2010 Honda Insight might have compromised too much size in the name of efficiency, and hinted that the company might abandon plans for a gas-electric Fit. “There are plenty of people who think that the current Fit meets their needs already” Kondo said. “A hybrid version might seem expensive. Our engineers are really struggling.”

New Life for Honda Hybrids

In today’s interview with Reuters, Honda’s Kawanabe said the company is studying development of a small diesel engine for emerging markets including India, as well as in Europe. “If you want to compete in markets like India, and also Europe, (a small diesel engine) is necessary.”

Honda’s single motor hybrids are less expensive than gas-electric systems offered by Toyota and Ford, which are considered “full” hybrids. However, many observers believe that Honda will need to develop a full hybrid system, and eventually a plug-in hybrid, to be competitive.

The prospect of a full range of Honda hybrids, especially a Honda hybrid minivan, is expected to be well received by hybrid fans. Toyota’s recent quality problems could create an opportunity for Honda to become competitive with hybrids. If Honda can succeed, a new level playing field for hybrids could emerge, with Toyota, Ford, Honda, General Motors and Nissan going head-to-head with electric-drive vehicles.

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Among all automakers, Honda was at the top, with every Honda and Acura vehicle surveyed having average or better-than-average predicted reliability. Toyota and Lexus models were right behind, with 98 percent of the models surveyed having average-or-better predicted reliability. Ford secured its position as the only Detroit automaker with world-class reliability.

There were no hybrids on the magazine’s least reliable vehicle lists.

Powerful Combo: Reliability and Efficiency

Earlier this month, the Environmental Protection Agency’s released its fuel economy rankings, in which 9 of the top 10 vehicles for the 2010 model year are hybrid gas-electric vehicles. The Toyota Prius was the leader with fuel economy of 51 miles per gallon in the city and 48 mpg on the highway. Other vehicles in the top 10 include the Ford Fusion Hybrid and its Mercury Milan twin, the Insight and Civic Hybrid from Honda, and the Nissan Altima.

When the EPA and CR rankings are read together, hybrid gas-electric cars establish a dominant status as both the most fuel-efficient and most reliable segment of automobiles.

The annual Consumer Reports reliability ratings are based on a survey covering 1.4 million vehicles leased or owned by subscribers of Consumer Reports. The consumer organization only recommends models that perform well in tests conducted at its 327-acre Auto Test Center. In addition, vehicles must perform well in government or insurance-industry crash and rollover tests in order to be “Recommended.”

The full results of the reliability survey will be published in the December issue of the magazine, which goes on sale Nov. 3.

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