PHOENIX -- It seems only dreamers feel gasoline won't climb significantly, thus boosting sales of gas-electric hybrid autos.

It's a good bet that Honda's all-new Insight gas/electric hybrid sedan promises to give the popular Prius sedan from archrival Toyota its first strong competition, judging by a recent Insight media preview near here.

The front-drive Insight goes on sale in April as an early 2010 model with a sleek body shared with no other Honda. The aerodynamic four-door hatchback fairly screams "hybrid."

Honda calls the Insight a five-seater, but only four tall adults comfortably fit because of the rear seat's shape.

Honda backed off an initial Insight price forecast of $19,000 because of currency fluctuations but says the car will be priced lower than its smaller Civic hybrid, which starts at $23,550 and will continue to be sold. There are a base Insight LX and higher-line EX version.

Dan Bonawitz, American Honda Motor's vice president of corporate planning and logistics, called the Insight "the right car at the right time," at the preview, but added that no car "is immune to the tight credit market." American Honda product planner Dave Terebessy said the Insight is aimed at "those under 35 and over 65 -- people most concerned about fuel economy."

Honda expects to sell about 190,000 Insights in 2009, with about half coming to North America. American Honda car product planning manager William Walton expects hybrid sales to triple from 2008 to 2013.

The tightly built 2,723-2,727-pound Insight is no "stripper." Standard in the futuristic-looking cockpit with its two-tier instrument panel are automatic climate control, AM/FM/CD four-speaker audio system with MP3/auxiliary input jack, tilt/telescopic steering column and maintenance mind-er system to indicate when to get standard service. There also are power windows, mirrors and door locks. A window wiper-washer serves the large rear hatch.

The EX adds cruise control, two additional audio system speakers, alloy wheels and -- importantly -- a stability control system with traction control. There's also an optional navigation system for it.

The EX also has a center console with armrest and storage compartment, variable intermittent wipers, steering wheel-mounted paddle shifters, seatback pockets, driver/passenger vanity mirrors and heated side mirrors with turn signals. Some of those items should be on the base Insight LX, but Honda wants to hold down that version's price.

Flush outside door handles are easily used, but inside handles look cheap. Rear visibility isn't the greatest, cupholders at the back of the front console near the floor can be a stretch and narrow rear door openings impede entry and exit.

On the plus side, firm front seats are supportive, major controls are within handy reach and can be easily used and doors have storage pockets. Both Insight trim levels have 60/40 split-folding rear seatbacks that sit flat when flipped forward to increase the moderate-sized cargo area.

Standard safety items include front-side and front-rear side curtain air bags.

The Insight has an advanced 1.3-liter gas four-cylinder engine and high-torque ultra-thin 10-kilowatt electric motor. Their combined output is 98 horsepower. They form the foundation of the hybrid power system, which has no vices. Acceleration is spirited, even during 65-75 mph passing maneuvers, although the Insight is no fireball.

The Insight can run solely on electric power on a flat surface at a steady speed in the low 30-mpg range, with a Power Flow indicator on the dashboard showing only the battery is providing power.

Power from the hybrid system is transmitted through a smooth continuously variable automatic transmission (CVT). Fuel economy is an estimated 40 mpg in the city and 43 on highways, using regular-grade gas in a 10.6-gallon tank.

An "Econ" button near the steering wheel has a range of functions said to increase fuel economy by doing such things as engaging the idle-stop feature sooner, operating air conditioning more in recirculation mode and limiting power and torque by about 4 percent, with full responsiveness provided at full throttle.

It's logical that pushing that button will improve economy, at least slightly. Honda spokesman Chuck Schifsky said the automaker gives no fuel economy gain figures if the button is pushed because the nature of the Insight hybrid powertrain is such that gains will vary with driving habits of different drivers of the car. He added that pushing the button also will tend to "smooth out" driving the car.

Hybrid fuel economy figures actually are all over the map in real-world driving -- depending on how such a car is driven, traffic conditions, etc. A professional Honda fuel-economy driver got nearly 70 mpg during a test drive. I obtained 43.3 mpg while driving much as I would in the Chicago area at the preview on mountain roads, city expressways and rural two-lanes near Phoenix. My co-driver, Automobile magazine executive editor Joe DeMatio, got 56.5 mpg driving more moderately.

Not to get lost in a fog bank of figures, but the 2009 Prius provides an estimated 48 city and 45 highway with regular-grade fuel, while a redesigned 2010 Prius is said to deliver better fuel economy and superior performance.

The test drive showed the Insight is comfortable, quiet (except for irritating tire noise on rough secondary roads) and behaves virtually like a standard economy car.

The Insight is fun to drive, partly because it's fairly light, with a compact body and agile handling. Although nose-heavy (58 front/42 rear), the Insight's low height (56.2 inches) and location of the battery and other hybrid components below the rear cargo area help make the car easy to maneuver in traffic and tight spots, and the electric power steering is quick.

The suspension is supple enough to absorb most road imperfections without jarring occupants, although the ride occasionally becomes jumpy. The brake pedal has a linear action that helps assure smooth stops. And the anti-lock brakes have an electronic brake distribution system to enhance stopping performance.

Honda has sold its Civic hybrid model for years, and pioneered hybrids in America with its tiny two-seat 2000 Insight, which got 61 mpg city, 70 highway.

"Most Americans didn't know what a hybrid was when that car was introduced in 1999," Bonawitz said.

Honda has had much experience with fuel-stingy cars. Its non-hybrid gas-engine 1986 CRX-HF was the first EPA-rated 50 mpg passenger car. High-economy cars "never have been a short-term strategy with us," Bonawitz said.

But the 2000 Insight two-seater was gone for 2003 because its market was limited, and the larger, roomier Prius arrived for 2001 to begin dominating the hybrid auto market in North America.

The Prius has done well partly because it's always looked like a hybrid, which is an important consideration to many hybrid buyers, who want the world to know they're driving a "green" car.

Others are doubtlessly influenced by generally car-dumb Hollywood celebrities who once drove fuel-guzzling Hummers but now want to be photographed driving a Prius because it's fashionable to do so -- giving the movie industry, and Toyota, scads of free publicity.

But look for Honda Insights to whisk movie stars to the red carpet at next year's Academy Awards ceremony because it will be the newest hybrid attraction in town.