Honda CR-Z 2013 Review

Just looking at the CR-Z makes me happy. I can only hope its brilliant looks will translate to satisfaction behind the wheel. And after just a few moments behind the wheel I’m not disappointed: It’s fun, exciting and engaging to steer.

A sporty silhouette and 17-inch alloy wheels set the tone for the perky personality of the CR-Z. And equipped with Honda’s integrated motor assist hybrid technology, there’s a prospect of broadened appeal for the CR-Z.

Our test car looks the goods. The tinted windows and colour-coded door handles seamlessly blend into the body of the CR-Z. Its wedge-shape proportions are perfect, unmatched in its class.

Choosing which Honda CR-Z to buy is easy -- it’s available in one variant only with a choice of either a six-speed manual or CVT automatic transmission. It’s the only hybrid to offer a manual transmission on the Australian market.

Powered by a 1.5-litre four-cylinder engine, the CR-Z develops 100kW at 6600rpm and 190Nm between 1000 and 2000rpm. Our test car is mated to a six-speed manual transmission and it’s poised to perform.

Slide into the CR-Z, and you’re faced with petite proportions. It’s a tight fit, even for small drivers. Although after week in the CR-Z, its diminutive dimensions seem less obvious. It’s a compromise worth making.

Heated, leather sports seats are comfortable and offer great support. They are manually adjustable, however. The driver’s seating position is very cockpit-like, with an array of buttons, dials and instrumentation all facing the driver. It’s clear, intuitive and easy to navigate. The dash and instrumentation is particularly well lit for night-time driving.

The panoramic glass roof in the CR-Z works miracles in brightening a potentially claustrophobic cabin -- a saviour for second row occupants.

Plant your foot and the CR-Z springs to life. The manual gearshift is superb, with fast transition through the gears. It’s all go! The Honda’s willing engine is happy to rev and lets out a seductive engine note. At freeway speeds however, there was noticeable engine and road noise in the cabin.

The CR-Zs steering is sharp and predictable. Cornering is precise and controlled with good grip. Turning in on tight corners, the CR-Z was obedient and composed. Great dynamics see the CR-Z ready, willing and able -- just as I had so hoped.

Suspension is quite rigid and the ride experience firm and honest. It feels exactly like what you would expect from a luxurious go-kart.

There are three drive modes available in the CR-Z -- Sport, Normal and ECON.

There’s also a Plus Sport performance mode on the CR-Z, utilising power from its motor assist technology, activated by a small S+ button on the right of the steering wheel. It gives the CR-Z a brief, KERS-like increase in acceleration with more engine and electric motor assist power.

This boost in power is available when the Plus Sport indicator flashes to the left of the speedometer. Press the button and then the power is taken up when you accelerate. It deactivates when you take your foot off the accelerator. It proved useful on a few occasions, assisting moments of freeway acceleration.

The CR-Z also has idle stop-start as standard. When the vehicle comes to a complete stop the system kicks in, shutting off the engine to save precious fuel.

Technology inside the CR-Z is of a high standard, including Bluetooth connectivity for audio (MP3, USB & iPod) and telephony. The busy steering wheel is home to a variety of controls, including audio, telephone, satellite navigation, cruise control and the multi information display menu.

The cloth rear seats are tiny -- strictly for small kids. But naturally I tried them on for size. I’m around 162cm tall and I was hunched over, with my head hitting the roof -- no knee or foot room. With passengers in the second row, the front seat passenger’s knees are flush against the glove compartment.

In an attempt to prove its worth in flexibility and versatility, the second row seats in the CR-Z fold flat in one step to maximise boot space, growing from 225 to 393 litres of storage.

Victim to its perfect wedge-shape design, visibility in the CR-Z is poor. Side vision is severely hindered by large panels, small windows and fast sloping rear panels. Rearward visibility in the CR-Z is surprisingly good, however, thanks to the dual rear windows on the hatch.

The parking sensors and reversing camera, standard on the CR-Z, are essential.

The manufacturer claims a combined fuel consumption figure of 5.3L/100km for the manual CR-Z. During our test week, we saw as low as 5.9L/100km.

Standard safety for the Honda CR-Z includes dual front, side and curtain airbags, anti-lock brakes, electronic brake force distribution, stability and traction control, three-point seatbelts with pretensionsers, and seatbelt reminders for all occupants. The CR-Z gains a five-star rating from ANCAP.

Honda’s new car warranty is for three years, or 100,000km. The hybrid battery warranty is for eight years with unlimited kilometres. You’ll find a tyre repair kit in the place of a proper spare wheel.

Competing in a segment crammed with smart hot-hatch options, the CR-Z is unique in many ways. It carves out a niche, in terms of design, ride refinement, engine management and efficiency. By many standards, it’s punching well above its weight. Though we can’t help but think it’s a little expensive when viewed alongside conventionally-powered hatches of similar proportions...

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