Honda Super N review: Why this funky little EV has completely won me over

This might be the best car I've reviewed this year. It's definitely the most interesting. It's called the Honda Super N, so even the name is a bit bonkers.

If its shape looks in any way familiar or evocative, that's because it harks back to Japan's "Kei" car era, which Honda was a big part of, and it's currently Honda's only EV, which I still find a bit remarkable.

Technically, the Super N can't be classed as a Kei car in the official, regulatory sense, because it's a bit bigger - but us Brits have nothing to worry about in that regard, because it's still refreshingly small compared to our average offering.

Another reason it has no right to call itself a true Kei car is its power output. Traditionally, Kei cars have been limited to 63bhp and, for the most part, that's exactly what you get in the Super N. But it does have a dark side. Press a little button on the steering wheel and it unleashes a heady 94bhp. And you thought Hondas were just for old people?

Strip away the silliness, which I will come back to, and there's a genuinely sensible car in the Super N. At least, there's a sensible reason for it to exist.

Small cars are chipping away at something of a comeback at the moment, and Honda's adoption of the Kei platform isn't just for fun and nostalgia; it gives us a car we can genuinely fit in a parking space at last, and you might finally be able to park it in the garage your SUVs outgrew years ago.

We have high expectations of small cars now, though, and practicality is surprisingly excellent in the Super N, thanks mainly to the inclusion of Honda's marvellous "Magic Seats". These, in case you've never been introduced, flip up or fold flat, generating an extraordinary amount of space for lugging large things around.

There are only two seats in the rear, and the boot isn't huge, but fold things away, and you've got really good luggage capacity.

And then there's the front part of the cabin. It feels surprisingly roomy for a small car, helped a lot by the high roof, but it's also remarkably well equipped. There's only one trim level, and it comes with heated front seats, a Bose sound system, adaptive cruise control, parking sensors, and a reversing camera.

There’s also a separate driver’s display, a nine-inch touchscreen, some proper physical buttons, supportive sports seats, and lots of interesting, colourful detailing.

And then we have to talk about the way it drives. Roll away in its normal driving modes and it's every bit the silent, nippy small EV experience you'd expect. But put it into Sport mode and you start to wake the beast.

The first thing you'll notice is some synthesised engine sounds, but then you'll soon figure out you can stir some pretend gears using the paddles on the steering wheel, and enjoy some simulated gear changes, complete with pretend engine braking and little jerks between changes.

But then you hit a "boost" button on the steering wheel and you get every little drop of its 94bhp potential.

I know that doesn't sound like a lot these days, but the Super N is really light, and with sharp steering, a really taught chassis, and its diminutive dimensions with a wheel at each corner, it is an absolute hoot to throw around.

The pay-off, of course, is that your battery won't thank you for your boisterousness, even though the car rewards you richly, even giving you a "rev counter" on the display. And it's the battery that most people seem to find as a negative about the Super N.

It's only a 29.6kWh unit, which helps to keep the weight down. This means you're only getting an official combined range of 128 miles. And if you stay in that oh-so addictive boost mode for long, you'll obviously get less than that.

In reality, if you keep things sober, you might get more than the 128 miles, but even then it's not a long range. But, personally, I don't think that's an issue.

Because even though the Super N will cope admirably with a long jaunt, that's not what it's really good at. What it does best is nipping around a city, or monstering B-roads in boost mode. And the small battery keeps the weight down, so it feels like a perfectly fair compromise. At least it does to me.

If you're starting to like the sound of the Super N, wait until you hear the price. It's £18,995. With such a remarkable standard kit list, Honda's dealer network at your beck and call, and a flexible warranty that can be extended up to eight years, this is one of the most beguiling buying propositions I've seen in a while.

Of course, it won't suit everyone. It's unapologetically small, so if you have a large family it won't work. And if you need a small car to take you on regular trips across the country it's never going to give you the range for that.

But for people who want a small car that can take on the daily grind, swallow up a weekly shop, get you from A-to-B with a refreshing sense of style and individuality, or give you some of the simple driving entertainment we've almost forgotten about, you will probably love the Super N as much as I do.

More than anything else, I'm just thrilled someone has made something like this. Small cars deserve to make a comeback, and it's so refreshing to be writing about a genuinely interesting car. Of course it's not perfect, but the few flaws you can pick out are perfectly forgivable. And that's why I still honestly think, for a variety of reasons, this is the best car I've tested this year.