The 2018 Honda Clarity Plug-In Hybrid. After a year of being a California-only, fuel cell-only vehicle, Honda has expanded the Clarity model lineup to include a pure electric and a plug-in hybrid. 2018 Honda Clarity Plug-In. Like the Chevrolet Volt, the Hyundai Ioniq Plug-In Hybrid and the Toyota Prius Prime, the Clarity Plug-In uses up its pure electric range before switching over to gasoline/hybrid operation. But the Clarity gets a lot more out of the juice---promising (and delivering, in our weeklong test) 47 miles of zero gasoline, zero pollution driving before entering hybrid mode. The Volt, upgraded since our last test, tops it at 53, with the Ioniq and Prius Prime trailing at 29 and 25 respectively. 2018 Honda Clarity Plug-In. The Clarity, in all its forms, has---well, let's call it polarizing---styling. The good news is that all disappears when you open the door and get in. 2018 Honda Clarity Plug-In interior. The interior of the Clarity is classic Honda---instantly familiar to anyone who's spent time in a recent Accord or Odyssey. And, like contemporary Hondas, it's exceptionally well-equipped. LED daytime running lights. Display audio with Honda Navigation, voice recognition and multi-view rear camera. HondaLink with smart phone integration. Apple CarPlay and Android Auto. Dual-zone automatic climate control with air filtration system. Driver's eight-way passenger seat. Front passenger's four-way power seat. Illuminated visor vanity mirrors. LED headlights and taillights. Variable intermittent windshield wipers. Heated power door mirrors. Smart entry with security. Adaptive cruise control with low-speed follow. Collision mitigation braking system. 37,490. Until Honda cracks the code on pure EV range or hydrogen stations start significantly multiplying, this is the one of the three Clarity models to have.
It's an adaptable architecture that underpins the new Citroen Picasso and will see duty in most of Peugeot-Citroen's future midsized models. Like the VW Group's MQB platform, the modular skeleton saves weight and cuts production costs. Engines will be shared with the 208 and 2008 crossover, albeit with a slight retune for improved economy figures. The petrol engine is a 1.2-litre turbocharged three-cylinder, while there'll also be two four-pot diesels. An eco-minded e-HDi model will join the range later, boasting an 85g/km CO2 output. Hang on: are those pictures of a 208 interior? Nope, you're looking at the new 308's cabin. Peugeot's new family hatch has borrowed a few tricks from its supermini sister, like the downsized steering wheel and high-mounted instrument dials (here featuring an anticlockwise rev counter like CAR's new Aston Martin DB9 long-termer). Designed to create more space in the cabin and make the car feel more agile, the tiny 'wheel treatment has taken some vitriol for not catering to taller drivers, but Peugeot is sticking to its guns.
Another 208-style feature is the central touchscreen system for entertainment, vehicle settings and sat-nav. Peugeot is making big claims about the new 308's 'premium materials and exceptional build quality' too, as it fights for a dwindling market share in the face of stiff Korean and German opposition. Does the 308 look good enough to succeed? Add your thoughts in the comments below. When can I buy a Peugeot 308? The new 308 goes on sale in the UK in January 2014. Prices 'will remain competitive', says Peugeot, with only slight rises over the current 308 planned in line with inflation. Expect the entry-level models to start at £16,000. Will there be a hot GTi version? It's being considering, but nothing's signed off yet. Peugeot could easily drop the RCZ R concept's 256bhp engine into the 308, punting the hot hatch straight into new Seat Leon Cupra and Vauxhall Astra VXR territory. However, Peugeot could opt for the enthusiast-appeasing 'GT' nameplate for the flagship 308 as it did in 2011, using the 208 GTi's 197bhp mill.
It's facelift time for the Peugeot 308. The 2011 mid-life fillip brings a modest refresh, with tweaked engines, the promise of emissions as low as 98g/km of CO2 and a raft of minor styling and spec enhancements. Although this is a minor facelift, the 308 is easily spotted by its new-era Peugeot look. There are numerous front-end accoutrements pilfered from the 508 and, to a lesser extent, the SR1 concept car which laid a stylistic marker for the brand. LED day-running lights are now de rigueur, nay mandatory with the impending EU rule change. Peugeot says the latest EU5 compliant engines have been fettled to lower emissions and fuel consumption, not least with stop-start. Thus equipped, the 1.6 e-HDi trims carbon down to 98g//km - the lowest in its segment, according to its maker. Intrestingly, some weight has been trimmed from all models as part of the 2011 facelift. On average, 25kg has been removed, while aero tweaks have smoothed the shape to a slippery 0.28 drag coefficient.
