Me gusta el look vintage y su minimalismo, este si que ha integrado bien los retrovisores de cámara, 35.5 kWh 110 kW/150 cv 200 km de autonomía, suficientes para un uso urbano y es trasera The new 2020 Honda e has been engineered to deliver an exceptional driving experience in urban environments. With an outstanding blend of highly responsive dynamics, efficiency and performance, Honda’s next-generation electric vehicle will bring unrivaled fun-to-drive characteristics and usability to the compact electric car segment. The Honda e, is equipped with a high-power electric motor delivering up to approximately 150 horsepower (110 kW) and impressive torque in excess of 300 Nm. The 35.5 kWh battery in the Honda e is one of the most compact in its class, contributing to an exceptional balance of low weight, fast-charging capability of 80% in 30 minutes, and a range of over 200 km, perfect for every day urban commuting. Honda’s new compact electric car forms part of the brand’s strategy to feature electrified powertrains in all cars it sells in Europe by 2025. The production version of the Honda e will be unveiled later this year and customers can make a reservation for priority ordering online in UK, Germany, France and Norway or register their interest in other European markets on the Honda national websites.
Yo a un eléctrico, precio aparte, le “exijo” (como si fuese un político de izquierdas) que como mínimo tenga una autonomía para poder ir a Madrid … y volver a casa. Con éste no podría volver a casa y Madrid me mata. Así que como que no.
A mí también me gusta, y como segundo coche para una familia creo cumple más que de sobra. En un cargador de 100 kW, en 20 minutos lo tienes cargado.
Un cargador como los que tenemos todos en casa no? Fuera de bromas el coche es chulo pero sigue siendo un producto muy especial por polivalencia y precio. Un coche con motor de combustión de similares características costaría la mitad o menos. Dudo que cueste menos de 25k.
Bandido; en casa tienes toda la noche para cargarlo! Olvidé mencionar el precio en mi anterior post, obviamente es la gran incógnita, pero ya se adivina que barato no va a ser. Aún así, me parece el tipo de producto más acertado ahora mismo en cuanto a electromovilidad: un vehículo pequeño, urbano, con la batería de tamaño justo para desplazamientos típicos del día a día. Ya digo que, en mi caso, como segundo coche, valdría perfectamente. A nivel costes, sabemos todos que todavía no están a la par con los coches convencionales, eso sólo llegará vía economías de escala a medida que aumente la producción.
Y aun llegando a ser tan economicos como uno de combustion habria que ver que tal lleva el usuario normal con coche aparcado en la calle el tener que ir a cargar cada X dias a algun sitio durante media hora en el mejor de los casos. Porque los cargadores de centros comerciales y demas centros de ocio pueden ser utiles si la gente respeta dichos sitios y si hay un parque movil electrico muy poco numeroso.
2020 Honda E Prototype First Drive: A Capable Little Cutie BY: RICHARD AUCOCK, Contributor Totes. Adorbs. We’ve been waiting a long time for this. When the Honda Urban EV concept debuted at the 2017 Frankfurt Motor Show, it was met with critical acclaim from media enamored by its adorable looks and promise of small, characterful all-electric driving. Production confirmation quickly followed the debut, and while the mass-made version was never likely to be as artisan as the concept, the final car that debuted at the 2019 Geneva Motor Show still made us happy. And now, we’re back in Frankfurt to drive it. Okay, so it’s actually a prototype, shipped from Japan after some convincing from Honda Europe. The vehicle’s project leader, Kohei Hitomi, tagged along to witness a ham-fisted batch of journalists set out in 20-minute sessions on a tight artificial course. But while it’s officially called a “Prototype,” there’s not much here that isn’t production-ready. The remaining bits, Honda says, are mainly cosmetic (dash plastics, infotainment and so on). Honestly, it still looks like a concept car. Honda’s simple, “quiet” design successfully hides the bits that clutter normal cars. Concealed windshield wipers are one thing, but designers cleverly disguised all the driver-assist systems behind the black nose panel. The door handles are retractable and there are no door mirrors. By using a rear-view camera system instead, Honda adds to the E’s futuristic appearance and charm. This is a small car, barely 12 feet 7 inches long. The design intentionally references the 1970s Honda Civic. But those headlights, more like puppy-dog eyes are charmingly endearing. No wonder our hearts melted. Time to toughen up and concentrate on the serious assessment. But not before being wooed by the characterful cabin (Editor’s Note: Honda didn’t provide images of the cabin, citing the unfinished components.), complete with retro 1970s-style wood-effect trim, an oversized two-spoke steering wheel, modern upholstery, and brown seatbelts. You sit high, on firmly supportive, premium-feeling seats, and enjoy fantastic visibility. With no door mirrors, it feels like you have a 180-degree view of the road ahead. The cameras feed two monitors on either side of the central infotainment screens. There’s a familiar EV readout ahead of the driver, and more comprehensive touchscreens in the center. It all looks modern and impressive – here’s hoping it’s a quantum leap on Honda’s rather sub-par setups it installs in its cars today. You sit high, on firmly supportive, premium-feeling seats, and enjoy fantastic visibility. Those in the front step in through massive door openings – it’s genuinely a walk-in car. Rear-seat passengers pay the price, though, because access is much tighter. Once in the back, there’s enough space for adults on the soft bench, but it’s still a squeeze.. The trunk is tiny, too – a tacit admission of this shortcoming is the easy-use handle on the center of the rear bench seat. Flip it, and the seat folds flat for a much more cavernous luggage space. The boot has a high floor because, yes, the motor is mounted beneath it. A 35.5-kilowatt-hour lithium-ion battery pack sits low within the bespoke EV platform, so it takes up as little space as possible. Hitomi-san explains that this is how you optimize an electric car: rear-wheel drive for traction and batteries down low for a beneficial center of gravity. Once behind the wheel, we press the button for “drive” and nail the throttle, startling the Japanese engineer riding shotgun. It feels good – 62 miles per hour arrives in around eight seconds, per Honda. That’s not quite as, ahem, electric as a Tesla, but it’s plenty nippy. You can deploy more of the torque more of the time though, without having to worry about steering fight or traction control hysteresis. It goes without saying that the Honda E Prototype is quiet, all electric cars are, and spookily so at low speeds. This one is particularly peaceful though, with little motor whine (sticking it out back helps here) and very good isolation from outside noises, even during the few seconds I managed to reach 50 mph. I drove it during a European heatwave and the temperature gauge was reading high 90s, yet even the climate control was hushed. Another highlight is the EV’s ride quality. It’s always hard to fully judge this on test tracks, but subtly going off course (to just a hint of a quizzical look from the engineer) didn’t generate any drama. The overall absorbency seemed very plush and cushioned, with a relaxing roll-along feel that matches the Honda E Prototype’s friendly appearance. The E did lean a bit in corners (you can see that from the images), but the low center of gravity means it never feels top-heavy. The E is sure-footed and stable throughout, even after umpteen laps of the course, by which time we’d found a rhythm and invariably started to focus on driving as quickly as possible. The E did lean a bit in corners, but the low center of gravity means it never feels top-heavy. But perhaps the most eye-opening experience when driving the Honda E Prototype comes at 2 mph. The fully-optimized EV platform allowed the engineering team to give it an incredible turning circle of just 14 feet 1 inch. In other words, barely longer than the length of the little Honda itself. Experiencing this for the first time is incredible. We can wind on more and more lockending up quite dizzy after so many super-tight turns. “We wanted to make the world’s best urban EV,” said Hitomi-san later. “We knew we had to make the turning radius as small as possible.” And then, to our patient chaperone’s relief, time was up. We rolled back to base, surprised at just what a pleasant and satisfying car the Honda E Prototype seems to be. Honda makes no bones about it: prices will be premium, with rumors pointing to much as 40,000 euros ($45,000). But if ever a small EV felt worth it – felt like the “iPhone of electric cars” Honda is targeting– it’s this. For now, this is how Honda is staking its place in the world of EVs. There’s just one more barrier to overcome: range. In a world where 300 miles is becoming the norm for electric cars, the Honda E looks like it will offer just 124 milesHitomi-san insists Honda has made the right call with that distance, though. This is a city car with clear benefits and advantages as a result. Give the batteries more range and you make the car and the price bigger, or the car lower quality. Longer-range Hondas will follow, as will larger ones and less feature-packed ones. For now, this is how Honda is staking its place in the world of EVs. As we jump out, Hitomi-san looks on from indoors. He clocks our beaming grin; he’s smiling too. He may well have created the feel-good car of the moment. Let the debate rage about price and range, because we’re just looking forward to getting back into a Honda E. Hurry back to Japan, Hitomi-san, and get them rolling off the production lines. Because you might just have a little hit on your hands. https://www.motor1.com/photo/4200941/2020-honda-e-prototype/
HONDA Honda e prototype review We drive a prototype version of the Honda e ahead of its full launch later this year BMW proved that premium doesn’t have to come in a big package when it launched the reborn Mini. And look at how well that’s done. Now Honda has a point to prove, too, with this; the pure electric Honda e. If we gloss over the apologetic, unimaginative ‘e’ name, the squat stance and owl-eyed expression is the absolute business. And it needs to be, because Honda is pitching its retro-chic city car upmarket. It’s expected to cost from well over £30,000 when it goes on sale at the end of this year, which is rather a lot given that it’s smaller than a Honda Jazz, and gets a WLTP range of 125 miles from its 35.5kWh battery. Sit inside it, though, and it’s clear how the price might be justified. Slide into the driver’s seat, which has dense, textile covering, and you’re faced with a touchscreen horizon stretching the width of the car. Screens for the side cameras (in place of wing mirrors) bookend the three central screens, and even the rear-view mirror doubles as a rear-facing camera should you want it. This cliff face of screens – the central two central screens being touchscreens - is standard in the little Honda, and chief among its selling points. It’s a bit overwhelming at first, but the good news is that the menus seem fairly logical and the screens responsive, and you can also dim the screens or turn them off altogether for night driving. You can of course programme charging via the screens, although Honda is launching the e with a smartphone app that will allow you to do this remotely. It’ll let pre-set the interior temperature, too. That charging happens via the gloss black panel on the bonnet of the car, which pops open to reveal a socket for CCS and Type 2 cables. These are the standard plug types in the UK and Europe, and give you access to most of the existing public charging points, and all new ones being installed. Plug the Honda e into a 50kW charger - common on UK motorway service stations - and you’ll get an 80% charge in around 40 minutes. It can also take advantage of new, 100kW chargers being rolled out across the UK, which will deliver the same charge in 30 minutes. A 7kW home wallbox charger will deliver a full top-up in less than six hours, or a normal three-pin plug will do the job in around 15 hours. It’s great to drive, too, going on the evidence of our time in a prototype car. Being short and wide, with short overhangs and a rear-wheel drive setup, the Honda e swings into corners with proper relish. The steering is fairly slow but it has a lovely smooth, natural progression to it that makes you feel immediately confident in where it’s pointed, and will make it a pleasure to drive on faster roads or around town. One of its best tricks is a turning circle of under nine metres, which is right up there with the Smart EQ ForFour and makes it feel like it’s turning on its own length. Perfect for awkward multi-storeys and cheeky u-turns. The body feels neatly tied down, too – there’s not too much lean at all - although we’ll refrain from commenting on ride comfort until we’ve driven it somewhere other than the smooth-surfaced compound where our prototype cars were given free reign. It’s not terribly fast, mind you. It lacks the instant, almost shocking surge of acceleration that others – notably its main rival, the BMW i3 – can offer. But it does fire off the line with enough urgency to satisfy, and there’s enough mid-range response to give you confidence for merging into faster traffic, too. One niggle is that there are almost too many brake regeneration modes. In the default drive setting, you have four levels to toggle through via the steering-wheel mounted paddles, which gradually increase or reduce the brake regen’. This automatically kicks in as you lift off the accelerator, topping up the battery, but even in its maximum standard setting, the Honda e coasts quite fairly freely. However, hit the ‘single-pedal’ button and much stronger brake regen’ kicks in. As with the Nissan Leaf’s ‘E-Pedal’, the idea here is that you can navigate slow traffic by using just the accelerator pedal. In the Honda e there are a further three levels of aggression to choose from in single-pedal mode. That said, the Honda’s brake regen bleeds in smoothly even in the most aggressive mode, so you easily get a feel for the pedal response and how quickly the car will stop: it’s certainly more intuitive than the Leaf. Even so, seven levels of brake recuperation seems like overkill, and that’s before you factor in the radar-control system that automatically adjusts the brake regen’ to help you keep your distance from the car in front. It won’t take long for you to find a setting you like, and having the one-pedal mode for around town and the less intrusive modes for faster roads does make sense. Practicality is perfectly good in the Honda e. In fact, for a car that’s shorter than a Ford Fiesta, it has impressive rear headroom and legroom, so you can easily sit an adult comfortably behind a long-legged driver. The boot’s a bit pokey, and has a high lip with no underfloor storage since the electric motor is hidden underneath it. But it will likely be all that most inner-city dwellers need. All of which is great news for the admirably characterful Honda e. After all, how could anybody not want this wide-eyed little city car to succeed? It’s a refreshing break from blander alternatives, which include everything from the much longer-range and cheaper Renault ZOE, to the familiar and brilliant i3. But is that range of 125 miles going to be a deal breaker? Well, possibly yes. While very, very few people living in a city need even close to that amount of range on a daily basis, many of them who bother to buy cars at all do so because they want to escape at the weekend. And that means some longer motorway miles, which could be where the appeal of the Honda comes undone. And the price? We’ll have to wait for confirmed figures and specs, as well as for a proper drive on public roads, before passing final judgement. But actually the Honda e does feels boutique enough to justify its price. Stuffed with tech and the sort of design genius that makes you want to put a Warhol-style poster of it on your wall, it’s not short of appeal. Here’s hoping that UK electric car buyers will be open-minded enough, or perhaps realistic enough, about their mileage needs to see past what seems a limiting range next to its rivals. Honda e specs Price £32,000 (est) Battery 35.5kWh Layout Single-motor, RWD 0-62mph 7.8 seconds (est) Top speed 85mph (est) Range (WLTP) 125 miles BiK band 16% Company car tax 20%/40% TBC Fastest charge (20%-80%) 100kW / 20 mins 7kW charge (100%) 6 hours https://www.drivingelectric.com/honda/e
Honda e (2020) | Información general Redacción de km77.com (@km77com) El Honda e es un turismo 100 % eléctrico con carrocería de cinco puertas. Su diseño fue adelantado con los prototipos Urban EV Concept, primero y e Prototype, después. Hay dos versiones: una sin nombre comercial que tiene un motor de 136 caballos y otra denominada Advance que tiene uno de 154 CV. En ambos casos, la autonomía es de 220 kilómetros y la tracción en las ruedas traseras. La versión de acceso tiene un precio de partida de 34 800 euros, por lo que resulta notablemente más cara que un Opel Corsa-e o un Peugeot e-208, dos modelos con motor de idéntica potencia pero con una carrocería más grande y mayor autonomía (ficha comparativa). La versión Advance (154 CV) cuesta 37 800 euros y por lo tanto, también es claramente más costosa que un MINI Cooper SE de 184 CV (ficha comparativa). Su carrocería mide 3,895 metros de largo, 1,750 m de ancho y 1,510 m de alto, unas proporciones similares a las de un Ford KA+, un Suzuki Swift o un Toyota Yaris. La batería es de iones de litio, tiene una capacidad de 35,5 kWh y está refrigerada por líquido. Su capacidad es mucho menor que la del Opel Corsa-e y la del Peugeot e-208 (50 kWh), pero mayor que la del MINI Cooper SE (28,9 kWh útiles) y la del smart EQ forfour (17,6 kWh). Ficha comparativa. Honda dice que con un cargador rápido de corriente continua es posible cargar desde un nivel bajo de la batería hasta el 80 % de su capacidad en 30 minutos. El consumo estimado (pendiente de homologación) de la versión Advance varía entre los 16,3 kWh/100 km y los 17,5 kWh/100 km, en función de si lleva llantas de 16 o 17 pulgadas. El puerto de carga va situado en el capó delantero y hay un conector Mennekes para corriente alterna y otro CCS2 para carga rápida con corriente continua. No hay espejos retrovisores exteriores tradicionales, sino dos cámaras, como ocurre en el Audi e-tron. Las imágenes que recogen aparecen en dos pantallas que hay en el salpicadero. Honda dice que esta solución ofrece ventajas «en términos de estilo, seguridad, aerodinámica y sofisticación». En el salpicadero hay un total de cinco pantallas. Hay dos táctiles de 12,3 pulgadas en el centro desde las que se controlan los sistemas de información y entretenimiento; otras dos de 6 pulgadas en los extremos desde las cuales se ven las imágenes de las cámaras que hacen la función de retrovisores; y una más justo detrás del volante que hace las veces de instrumentación. Hay botones físicos para controlar el sistema de climatización. El sistema de entretenimiento se puede controlar por órdenes vocales, función a la que Honda se refiere como «Asistente Personal de Honda». Según el fabricante, es un «servicio intuitivo basado en inteligencia artificial que emplea razonamientos contextuales únicos para desarrollar conversaciones naturales y proporcionar acceso a una serie de servicios en línea». Se activa al pronunciar «Ok, Honda», una solución similar al «Hey, Mercedes», de Mercedes-Benz. Hay una aplicación para el teléfono móvil (llamada «My Honda+» para consultar el estado del vehículo, su posición y controlar el sistema de climatización. Con el teléfono también se pueden abrir y cerrar el vehículo (función llamada «llave digital»). La plataforma, de nuevo desarrollo, está diseñada para vehículos eléctricos. Como ocurre en la mayoría de coches que sólo disponen de este tipo de propulsión, la batería ocupa el suelo del coche, centrada entre ambos ejes, por lo que es el punto más bajo de la carrocería (lo que habitualmente les confiere la ventaja de tener un centro de gravedad bajo y unas reacciones particularmente ágiles aún con un peso relativamente elevado). Honda dice que el reparto de pesos estático es del 50 % en cada eje. La suspensión es independiente en ambos ejes, con brazos de aluminio forjado para reducir en lo posible la masa no suspendida. El Honda-e tiene un diámetro de giro muy pequeño, de 8,6 m. Es menor que el de un Toyota Yaris (9,6 m), que ya es un coche que gira en poco espacio. https://www.km77.com/coches/honda/e/2020/estandar/informacion
Casi siete millones de las antiguas pehetas. No pagaría 40.000 pavos por eso ni teniendo el dinero por castigo. Algún incauto picará, seguro.
Me parece una locura. Por la mitad de precio sería una muy buena opción, para quien lo quiera, claro.
