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The flattery game ends inside the new Insight. There, Honda looks to its most recent hybrid, the Civic version, for inspiration. Save for the shapes of the functions embedded in the dash, which go to oval from squarish, and the resurrection of a traditional placement for the shift lever and hand brake, the Insight's interior shows all the telltales of a direct descendent from that predecessor. Not the least of these is the cyclopean pod perched on top of the dash, like a single eye glaring at the driver over the top of the steering wheel, projecting a digit rendition of the car's speed. In the Insight, however, it serves another purpose, indicating by gradual changes between otherworldly bluish and greenish tints the efficiency a driver is achieving with the hybrid powertrain. To see this, it's necessary to have pressed the ECON button at the left end of the dash to activate a collection of efficiency-enhancing alternative algorithms in the engine control computer that optimize throttle control; CVT operation; idle-stop activation and duration; air conditioning; and cruise control for best-possible fuel economy. Otherwise, the instrument cluster comprises the usual gauges that occupy the usual locations and report the usual information for a hybrid. Audio controls are ergonomically positioned and proportioned, except for the on/off button, that is, which is seriously undersized and placed way up in the left corner of the control panel, about as far away as possible from the volume knob, which is the logical location. The air conditioning controls are uniquely consolidated in a circular array below and to the left of the audio panel (which the Navi system displaces on the top-of-the-line EX and with which the text EX was not outfitted). That takes some acclimation, but once that's achieved, the layout feels less illogical. Radar detector users should order the longer cord, as the power point is tucked away back up under the dash beneath the A/C control pod. Front seats are comfortable, if not especially assertive in terms of side bolsters on the bottom cushion. Front seatbacks, however, do a decent job of keeping the driver's and passenger's torso in place through relatively hurried changes in direction, provided occupants' backs are comfortable with the mildly aggressive lumbar support. The rear seat is contoured more for two passengers than for three, with an elevated center section relegating that position to use only on short runs around town. All three head restraints adjust, however, and each position has the requisite three-point seatbelt. Where the Insight should have stuck with imitation is in interior roominess. Although it ekes out a win over the 2009 Toyota Prius in two measurements, front seat legroom and front seat hip room, both are by less than an inch. And against the 2010 Prius, in not one interior measurement does the Insight come out on top. The rear seat trails especially, by more than two inches in every dimension. In no small part this is a credit to the six-inch longer wheelbase of the Prius and almost two inches more of overall length. These, plus a roof that's two-and-one-half inches higher, also mean the cargo area of the new Prius will hold about five more foot-square boxes than the Insight.
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