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<\/p>\n<\/div>The Toyota Prius became a sales sensation after it was introduced in the U.S. in 2000, provoking media predictions that hybrid cars would soon take over the market. As it turned out, folks didn\u2019t want hybrids \u2014 they just wanted Priuses.<\/p>\n
With its aero shape, split-window grille, eco-console and leafy badge, it was a personal statement. It was the green preener\u2019s car. Nickname: Pious.<\/p>\n
But what if you didn\u2019t want to shout your moral intentions to the world? What if you didn\u2019t need to show off your green chic at the Academy Awards? What if you simply wanted an affordable, family hybrid with the utility of a best-selling sedan?<\/p>\n
The Toyota Camry hybrid was your answer. It was affordable, fuel-efficient and as plain as a quart of vanilla ice cream.<\/p>\n<\/div>\n
It sold modestly compared to the Prius, but it was part of Toyota\u2019s strategy to leverage the halo status of the Prius and hybridize everything in its lineup from sedans to sport utilities to Lexus premium vehicles. Other brands followed the Camry hybrid \u2014 notably the\u00a0Ford Fusion Hybrid and plug-in Energi<\/a>, and Honda Accord Hybrid \u2014 with only moderate success compared to their gas-only counterparts.<\/p>\n But here comes Honda with a new strategy. Determined to electrify its entire lineup just like Toyota (Honda says two-thirds of vehicles it sells in 2030<\/a>\u00a0globally will be electrified), Toyota\u2019s Japanese rival has introduced its own green-geek halo: the plug-in hybrid Clarity.<\/p>\n Aero shape, split rear window, funky console, leafy badging. And it\u2019s aimed, not at the Prius, but at the plain-vanilla Camry Hybrid.<\/p>\n In fact the Camry and Clarity in my driveway are as closely matched as Ali vs. Frazier: They\u2019re the meat of the U.S. sedan market at $37,000 (before incentives \u2014\u00a0more on that later<\/a>) with similar dimensions, leather interior, heated seats, automatic headlights, automatic braking and blind-spot assist.<\/p>\n Oh, it\u2019s\u00a0on.<\/em><\/p>\n First impressions favor the handsome Camry. No, that\u2019s not a misprint. The eight-generation sedan is a quantum leap from the last wallflower. Remade from the ground up, it is visually sleek with sculpted rocker panels and strong rear shoulders. Unlike its sporty, mascara-caked XSE V-6 stablemate whose face deserves an episode on \u201cBotched,\u201d my XLE hybrid tastefully presents Camry\u2019s new look with subtle, chrome grille lines artfully echoed in the headlamp LED signature.<\/p>\n The Clarity is no boat \u2014 especially with 17-kWh of battery lowering its center of gravity \u2014 but\u00a0neither is it an Accord<\/a>. The Accord is a handling sensation (North American Car of the Year, take a bow), eclipsing even the improved Camry. The Clarity is built on its own separate platform to handle multiple model trims from plug-in to EV\u00a0to the expensive California-only hydrogen chariot<\/a>. Want all-wheel drive? Move up to an SUV.<\/p>\n Honda hopes you\u2019ll warm up to the Clarity\u2019s unique styling. The front end (particularly in white) is a dead ringer for a \u201cStar Wars\u201d stormtrooper, its jewel-eye LED headlights surrounded by a black mask. Aft of the mask the Clarity geeks out with a long front overhang (complete with aerodynamic front-wheel air curtains), partially covered rear tire-wells, and aforementioned Prius-like dual rear window.<\/p>\n The split window aids visibility to overcome the Honda\u2019s tall, roomy rear trunk. Cargo space is cavernous compared to the hydrogen car I tested a year ago (no hydrogen fuel tank, natch). The Camry, too, has gained trunk space over its predecessor thanks to cleverly packaging the battery under the seat instead of the trunk. Alas, neither car is a hatchback, meaning that \u2014 despite lay-flat second-row seats \u2014 the pass-through opening is too narrow to be bicycle-friendly.<\/p>\n Covet a hatchback sedan? Ditch your green ambitions and\u00a0buy a Buick Regal<\/a>\u00a0or\u00a0Kia Stinger for the same price<\/a>.<\/p>\n Both cars sport distinctive interiors, with the Camry once again getting my nod for most user-friendly. As with all new Camrys, the console\u2019s unique \u201cZ-dash\u201d offers helpful knobs for volume, storage space and easy shifter.<\/p>\n Clarity goes nerd with an Acura-borrowed trigger shifter bridging cavernous sub-console space (great for purse storage). A knob-less infotainment screen will annoy in the middle of a white suede dash (now, that will dirty easily!), though some will find Camry\u2019s lack of smartphone app connectivity less forgivable.<\/p>\n Grin and bear the Clarity\u2019s styling. Learn the trigger shifter. Because the Clarity\u2019s real sci-fi payoff comes with the drivetrain.<\/p>\n The Camry\u2019s camel-like 611-mile range may get you to Chicago and back on a single tank of fuel. But with its 17.4-kWh battery\u2019s 40-plus mile range, Honda\u2019s plug-in will make you a stranger to the cashier at your local gas station.<\/p>\n I never visited a pump during my week-long date with the Clarity. After a round-trip 65-mile airport run, I dipped into the gas engine briefly, then recharged at home on a pathetic, 4-miles-per-hour-charging, 110-volt wall plug. Still, that was enough to get back to full-charge overnight.<\/p>\n The driveline is optimized for efficiency, so stoplight burnouts are brief (despite its bigger battery, the Clarity barely beats the Camry Hybrid zero-60 in 7.6 seconds versus 7.9). The gas engine will even come to the rescue over 50 mph to keep the battery from over-exerting itself.<\/p>\n The Honda also has a clever, steering wheel-mounted, regen paddle like the Chevy Volt plug-in to recharge the battery under braking. In Ecomode (Sport mode is also available, but lord knows why, given the Clarity\u2019s conservative nature) and generous use of regen paddle, I managed 55 miles on a single charge \u2014 out-performing the system\u2019s advertised 41 mpg.<\/p>\n Clarity offers other useful Easter eggs like the HRV button which switches the system exclusively to the gas engine on long 80-mph highway trips to preserve the battery for when you want it around town. All of this information can be watched on the Clarity\u2019s colorful, digital instrument display.<\/p>\n Geeky stuff, but useful.<\/p>\n Oh, and there\u2019s a geek sweetener. Only the Honda comes with a $7,500 EV tax subsidy. Which means its bottom line sinks below $30,000. That\u2019s a greenback bargain that any green will understand.<\/p>\n Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne. Catch \u201cCar Radio with Henry Payne\u201d from noon-1 p.m. Saturdays on 910 AM Superstation.<\/p>\n 2018 Toyota Camry Hybrid<\/strong><\/p>\n VEHICLE TYPE<\/strong><\/p>\n<\/td>\n FRONT-ENGINE, FRONT-WHEEL DRIVE, FIVE-PASSENGER SEDAN<\/p>\n<\/td>\n<\/tr>\n Price<\/strong><\/p>\n<\/td>\n $28,695 base ($37,363 Hybrid XLE as tested)<\/p>\n<\/td>\n<\/tr>\n Power plant<\/strong><\/p>\n<\/td>\n 2.5-liter, inline 4-cylinder with 1.6-kWh nickel metal-hydride battery and AC motor-assist<\/p>\n<\/td>\n<\/tr>\n Power<\/strong><\/p>\n<\/td>\n 208 total system horsepower<\/p>\n<\/td>\n<\/tr>\n Transmission<\/strong><\/p>\n<\/td>\n Continuously variable transmission (CVT)<\/p>\n<\/td>\n<\/tr>\n Performance<\/strong><\/p>\n<\/td>\n 0-60 mph, 7.9 seconds (Car and Driver); range: 611 miles<\/p>\n<\/td>\n<\/tr>\n Weight<\/strong><\/p>\n<\/td>\n 3,571 pounds (as tested)<\/p>\n<\/td>\n<\/tr>\n Fuel<\/strong><\/p>\n economy<\/strong><\/p>\n<\/td>\n EPA fuel economy: 44 city\/47 highway\/46 combined<\/p>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n Report card<\/strong><\/p>\n Highs:<\/strong>\u00a0Nice duds, Camry; 600-plus mile range<\/p>\n Lows:<\/strong>\u00a0Toyota hybrids don\u2019t get tax breaks; wish it had a hatchback<\/p>\n Overall:<\/strong>\u2605\u2605\u2605<\/p>\n 2018 Honda Clarity Plug-in<\/strong><\/p>\n VEHICLE TYPE<\/strong><\/p>\n<\/td>\n FRONT-ENGINE, FRONT-WHEEL DRIVE, FIVE-PASSENGER SEDAN<\/p>\n<\/td>\n<\/tr>\n Price<\/strong><\/p>\n<\/td>\n $34,290 base ($37,490 Touring trim as tested)<\/p>\n<\/td>\n<\/tr>\n Power plant<\/strong><\/p>\n<\/td>\n 17-kWh nickel metal-hydride battery and AC motor with 1.5-liter, inline 4-cylinder assist<\/p>\n<\/td>\n<\/tr>\n Power<\/strong><\/p>\n<\/td>\n 212 total system horsepower<\/p>\n<\/td>\n<\/tr>\n Transmission<\/strong><\/p>\n<\/td>\n Single speed<\/p>\n<\/td>\n<\/tr>\n Performance<\/strong><\/p>\n<\/td>\n 0-60 mph, 7.6 seconds (Car and Driver); Range: 340 miles (47 EV only)<\/p>\n<\/td>\n<\/tr>\n Weight<\/strong><\/p>\n<\/td>\n 4,059 pounds<\/p>\n<\/td>\n<\/tr>\n Fuel<\/strong><\/p>\n economy<\/strong><\/p>\n<\/td>\n EPA fuel economy: 110 MPGe (combined electric\/gas); 42 mph gas only<\/p>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n Report card<\/strong><\/p>\n Highs:<\/strong>\u00a0Good EV range for a big car; trunk space<\/p>\n Lows:<\/strong>\u00a0Geeky styling; wish it had a hatchback<\/p>\n Overall:<\/strong>\u2605\u2605\u2605<\/p>\n","protected":false},"excerpt":{"rendered":" The Toyota Prius became a sales sensation after it was introduced in the U.S. in 2000, provoking media predictions that hybrid cars would soon take over the market. As it turned out, folks didn\u2019t want hybrids \u2014 they just wanted Priuses. With its aero shape, split-window grille, eco-console and leafy badge, it was a personal […]<\/p>\n","protected":false},"author":3,"featured_media":0,"comment_status":"closed","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[7],"tags":[],"_links":{"self":[{"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/posts\/22325"}],"collection":[{"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/comments?post=22325"}],"version-history":[{"count":1,"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/posts\/22325\/revisions"}],"predecessor-version":[{"id":22326,"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/posts\/22325\/revisions\/22326"}],"wp:attachment":[{"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/media?parent=22325"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/categories?post=22325"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/tags?post=22325"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}\n\n
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