As with Tesla's Model S, the Fit EV's battery resides in a slab beneath the floor. But instead of impinging on interior room, the entire chassis has been elevated above it by 1.6 inches (reminiscent of the 1997 EV Plus, if you recall). That's right: The Fit EV is noticeably taller. To keep its underwear from showing, there are added rocker panels plus plastic eyebrows above the wheel wells. It looks a lot better than it sounds.

Lastly, let's step back and put this car into perspective. When the Leaf appeared, it was pretty cutting-edge for an EV: 73 miles of range, a 7-hour 240-volt charge time, and the electrical equivalent of 99 mpg. The Focus EV raised the range to 76, cut its charge time to between 3 and 4 hours, and raised the mpge bar to 105. Now we have the Fit EV, able to travel 82 miles, charge in as little as 3 hours, and deliver 118 mpge, making it the most efficient car available in America. This is rapid progress, and darn fun to watch from the car journalist bleachers. And particularly now that Honda has broadened its EV interest from purely fuel cell vehicles, and finally fully embraced the battery EV. That NSX sparkle just might be returning.

We found much to like with the new Fit EV. We were impressed by its cabin space, driving dynamics and advanced electronics designed to ease the ownership experience. Its physical appearance is unique, but it doesn't scream out like many other "green" oddities on the road. Its human interface is friendly, and overall, it is exceptionally easy to drive.

The battery pack extends sternward enough that it would have intruded on the twist beam rear suspension had it not been replaced by a more compact multi-link affair. And this is exactly what I mean by Honda being in rare form. [...] Moreover, as the Fit EV's battery fills the void normally exploited as the wonderfully reconfigurable "magic seat," Honda has made the best of the situation by completely redesigning and repositioning the second row. It's 3.3-inches more rearward, creating a span between the front and rear seat's H-points comparable to the Accords. Its seatback is also reclined 4 degrees more, and it's way more comfortable.

Lacking a gas tank and exhaust pipes, this Fit EV would never need to sully itself at one of the many gas stations I passed on this drive through Los Angeles, except maybe to top off the air in the tires. The Fit EV represents one of the new breed of electric cars, which current battery technology is making more practical for daily use. And in my drive I found the Fit EV the best of the bunch.

In a nutshell, this is a perfectly good commuter: The Fit EV is smooth-riding with good steering response, comfortable interior materials for what it is and intelligently designed basic controls. Average drivers can put it in D and pretend they're piloting a regular Fit -- the only real difference is the lack of engine noise. Engaged drivers will prefer B mode, providing far more regenerative braking and throttle resolution. It's entirely possible to drive the Fit EV in B mode without using the brakes at all. The regen is aggressive but it's linear, making it far easier to use effectively in heavy traffic than some hybrid competitors (Infiniti M Hybrid, cough-cough).

Unlike most electrics, hybrids, the Chevrolet Volt, you name it, this Fit is normal in nearly every way except the powertrain and the instrument panel. Oh, and you plug it in instead of stopping for gas. What I'm saying is that this car doesn't feel like a science project, and doesn't drive like one. Other than the “FIT EV” badging on the lower door panels, the exterior is the same as a normal Fit. Inside, it's all the same except for the IP. The navigation system is familiar Honda/Acura stuff, the shifter is normal -- heck, you even use an actual key in a keyhole to turn the car on. How novel is that?