Honda’s history with electrification has been up-and-down, to say the very least. The Japanese brand has been developing EVs since the early 1990s and has been a pioneering force behind hybrid technology, but it has been rapidly overtaken by myriad rivals in the interim.
Its 2020 Honda e was met with huge critical acclaim and was actually one of my favorite cars of the era, but it was too expensive and the electric range was poor. You could argue it was ahead of its time.
But then, in a very un-Honda move, it introduced the distinctly middling e:Ny1 that, while slightly more palatable in terms of pricing and range, failed to make waves with its vanilla styling, forgettable drive and aging in-car tech.
The promise of a cutting-edge 0 Series was subsequently postponed due to mounting global pressures and supposedly declining EV demand. Even its long-winded collaboration with Sony on the Afeela project was unceremoniously brought to an abrupt end earlier this year. Honda is yet to realize its electric dreams.
However, you could argue that one tiny car has been carrying the weight of expectation on its diminutive shoulders, and that’s the Honda Super-N.
For the first time in the Japanese marque’s history, it has decided to introduce the enormously popular Kei car category to markets outside its home turf.
The Kei category, which roughly translates to ‘light’ from Japanese, accounts for around 30% of new vehicle sales in its home market. Its popularity is due to the fact that the strict size and weight regulations governing the sector allow those in densely populated areas to own a car.
In much of Japan, if you can’t prove that you have a dedicated parking space for your car, you're simply not allowed to own one. Enter the Kei car.
While the Super-N is marginally too large to be legally classified as a true Kei, it borrows much of its underpinnings from a car that is, with the small but perfectly formed Super-N aiming to prove that “small electric cars can be genuinely fun”, as project leader Hidetomo Horita puts it.
Limited release
To keep costs down, the Super-N will be limited to right-hand-drive markets (as it is in Japan), meaning the UK is one of those fortunate spots in Europe that will be able to enjoy the deliberately pumped-up styling and rascal handling.
Gone is the small petrol engine that sits in the rest of Honda’s Kei-car N range and, in its place, is a 29.6kWh battery pack and a 94bhp electric motor that drives the positively tiny 15-inch front wheels.
On paper, the Honda N isn’t particularly impressive. It takes a good 10 seconds to reach 62mph from a standstill and the top speed is pegged at a measly 83mph.
It’s also not exactly a road-trip tool, as its all-electric range is around 128 miles if you’re careful and maximum charging rates are 50kW, meaning it takes around 30 minutes to complete a 10-80% charging session.
There are concerning echoes of the Honda e here but this is a vehicle that will cost less than £19,000 (around $25,000 / AU$36,000) in the UK... not nearly £30,000 (around $40,000/AU$56,500) like its forebear.
It's also missing the point, because Honda has engineered the Super-N to be an unadulterated joy to drive and a tool for traversing towns.
“We took inspiration from the City Turbo II model of the 1980s,” Horita explains.
The car, which was a muscular, wide-bodied city slicker of the electro-pop era, featured a turbocharged 1.2-liter petrol engine and used a special processor to reduce turbo lag.
Performance figures are largely similar and the Super-N shares the same characteristics as the so-called 'Bulldog', with a surprisingly firm ride that has clearly been engineered for handling prowess rather than comfort.
Press a big purple button on the steering wheel labelled 'Boost' and the full 70kW — or 94bhp — is unleashed, often proving enough to spin up the front wheels and generally allow the Super-N to attack country roads with old-school, hot-hatch gusto.
Honda engineering
There is a special place in my heart for Honda, simply because it is a company that serially over-engineers its products. Google the Honda FC50's V-TACS system for a good example.
The Super-N is no different and, despite costing a mere £18,995 in the UK (or around £199 a month on finance), it almost over-delivers on the tech front.
In Boost mode, there’s a synthesized engine note pumped through the excellent eight-speaker Bose sound system.
But, in true Honda style, the engineers have ensured the engine noise is predominantly played through the front speakers, while an exhaust note (modeled on an Integra Type R, no less) is played through the rear speakers for a more realistic finish.
There are several levels of regenerative braking, including a one-pedal driving function, which are accessed via paddle shifters on the steering wheel. In sportier driving modes, these become gear shifters, allowing the driver to cycle through virtual cogs.
Hold the left paddle down for three seconds and the car enters a fully manual mode, with the technology even hitting a virtual rev limiter, much like the system in the far more expensive Hyundai Ioniq 5 N.
Arguably, the Super-N doesn’t need all of this additional gimmickry because the drive is engaging enough as it is, but it's neat to have it.
It’s not particularly fast or powerful, but the 1,097kg weight, well-judged steering and firm suspension are perfect for delivering big grins on the right roads.
I'd hazard a guess that most owners will leave it in Boost mode all the time and put up with the front tire bills.
Small but mightily practical
All four doors on the Super-N open at a 45-degree angle to the bodywork, resulting in a massive aperture through which to load yourself, friends or children into the interior.
Front passengers, naturally, almost rub shoulders due to the tiny proportions, but it’s perfectly capable of carrying four adults — or even five at a push.
Better still, Honda’s Magic Seats are included, which either fold completely flat or fold upright with the pull of a lever to create all manner of space-saving configurations for transporting bulkier loads.
Granted, the interior is built to a price and most of the plastics feel particularly cheap and scratchy, but the infotainment system is easy to use and offers Apple CarPlay and Android Auto as standard.
One of my biggest gripes is the lack of space for a smartphone, as all of the cubbyholes Honda provides are too small. Buy a Super-N and you’ll probably need to buy a smartphone cradle as well.
However, in a pleasing twist, the Super-N has been homologated for the UK and therefore doesn’t have to adhere to a number of annoying European safety standards.
It means the speed-limit alert comes in the form of a subtle flashing logo rather than an incessant bonging noise, while the lane-keep assist is one of the least intrusive systems I have ever tried.
It all works exactly as it should, without interrupting the drive or forcing the driver to rummage through digital menus to turn everything off — something premium players like Volvo, BMW and Mercedes-Benz could easily learn from.
According to Honda UK’s Andrew Winfield, there has been a significant uplift in sales of compact A-segment EVs, with the likes of Dacia's Spring, the Fiat 500e, the BYD Dolphin Surf and the larger Renault 5 contributing to a 300% year-on-year increase in sales volume from 2025 to 2026.
The Japanese brand is hopeful the Super-N can introduce another affordable, practical and fun electric city car to the segment, which will soon also host the Renault Twingo, but one that offers genuine driving thrills and a small reminder that Honda is still capable of automotive magic.
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