Honda CR-Z 2011 Review

Honda CR-Z

OVERVIEW

After the effects of natural disasters and poor product decisions, Honda Australia badly needs to inject excitement back into its line-up. While it carries a 'green' label, it's the CR-Z job to do just that.

It's just as well then that the CR-Z looks the part. The aggressively styled coupe looks properly sporty in the flesh, and while it tips its hat to the CRX of the 1980s, particularly with the chunky lift-back rear end, it is one of the sharpest designs Honda has released.

It's almost a bonus that it is a genuinely entertaining car to drive.

But this sporty little number represents a paradox of sorts - a sportscar that will allow you to have your organic non-genetically modified Bircher muesli and eat it too? Believe the hype; it's sporty and on relatively good terms with planet Earth. The Honda CR-Z is a car for the "responsibly indulgent" driver who appreciates technology and a high tech interior reflects the latter.

Priced from just under $35k and offered in both auto and six-speed manual guises (the latter a world first for a hybrid according to the big H) the new car is not a direct rival to the Prius, despite similar pricing. No, Honda has equipped the car with plenty of kit and has fashioned a somewhat upmarket ambience for the vehicle, instead saying it is targeting MINI and even Audi buyers.

So it's green yet mean, luxurious and pleasing to the eye, techno-savvy and charismatic. Intrigued? You should be...

That money buys you a fair bit of kit starting with rain sensing windscreen wipers, automatic climate control, a six-speaker CD/MP3 audio system with a USB plug and iPod integration. Reverse parking sensors, cruise control, sports seats and an engine immobiliser are also included, as are LED daytime running lights, 16-inch alloy wheels and a European inspired shark-fin aerial on the roof.

Bluetooth telephony is standard, though you'll have to upgrade to the Luxury model for Bluetooth audio streaming. Speaking of which, the Honda CR-Z Luxury adds leather heated seats, a panoramic glass roof, DVD-based satnav that delivers traffic congestion updates on the run, and a reversing camera (albeit in lieu of the reverse parking sensors).

But has Honda kicked an own goal already with this line-up?

Want satnav and a manual gearbox? Or even leather and a manual gearbox – sorry, no can do... Only the base grade offers the six-speed manual option – arguably the CR-Z's USP. Another product faux pas we reckon.

MECHANICAL

Classed as a parallel hybrid because the electric motor augments the petrol unit and not the other way around, the fossil fuel burning engine is a 1.5-litre four-cylinder i-VTEC unit with a single overhead camshaft. Total power output for the CR-Z is 91kW/174Nm, while peak torque is slightly reduced to 167Nm on the auto CVT models.

As noted above the gearbox choices are six-speed manual or a continuously variable transmission. In the case of the latter, seven preset 'ratios' can be accessed via steering-wheel mounted paddle shifters. There is no option to change 'ratios' at the gearlever.

Simply put, the CR-Z uses its electric motor sort of like a turbocharger, in that it adds an acceleration boost when you plant the foot. Peak torque from the combined engines occurs at 1500rpm, more accessible than some diesel engines, while at cruising speeds the compact 1.5-litre engine uses very little fuel - between 4.0 and 4.5L/100km according to our observations during the local launch.

The electric motor contributes 10kW/78Nm and unlike some hybrids, such as the Toyota Prius, the CR-Z cannot run purely on its electric engine. For more details on Honda's Integrated Motor Assist, check out the MECHANICAL section of our international launch report of the Honda CR-Z.

The CR-Z is a frugal vehicle with a claimed fuel consumption figure of 4.7L/100km for the auto (5.0L/100km for the manual) and a CO2 output of 111g/km (118g/km for the manual).

While the technology behind the CR-Z's hybrid system is relatively complex, exploiting its full potential is made easy via a three-mode drive system. You simply punch one of the glowing blue buttons on the dash - ECON, Normal, Sport - and the car's throttle mapping, steering, electric motor assistance, engine speeds, cruise control and even air conditioning levels adjust accordingly. And the system works well, with discernible differences between modes.

The CR-Z is based on a modified version of the Insight platform. The wheelbase is 115mm shorter and the overall body length is trimmed 325mm. The CR-Z is also 45mm wider and rides 30mm lower.

The chassis comprises MacPherson struts up front (now aluminium to reduce unsprung weight) while the rear end is propped up by an H-shaped torsion beam. The dampers, springs and anti-roll bars are new as well, aimed at providing firmer, more responsive handling characteristics.

With 5kg lighter alloy wheels than the Insight, overall weight for the CR-Z is 1175kg (1155kg for manual). Disc brakes are combined with a regenerative system to charge the electric motor's battery pack.

PACKAGING

LED daytime running lights add a technical touch to the front end and the coupe's unique design is carried through to the interior.

The instrument cluster is dominated by a large analogue tachometer which changes colour depending on the mode (green for ECON, blue for Normal, red for Sport), within which sits a raised '3D' digital speedometer. The effect is eye-catching and when flanked by a quartet of digital readouts - detailing battery charge, fuel usage and the like - the result is suitably modern.

The switchgear looks good, works well and transparent back-lit buttons that flank the instrument display add another fascinating touch.

Low seats ensure front occupants feel as though they're in a true sportscar, and reflective 'vaporised' tin accents are a novel way to add an upmarket ambience.

Sitting in the low-slung cockpit is comfortable too - ergonomics are good and there's plenty of space for taller drivers, but there are aspects to the car's packaging that felt lacking, such as the centre console, which appears a little dated. Rear seat room is negligible with almost no legroom whatsoever, and boot space is tight thanks to the large battery's location (under the floor).

With the rear seats folded down, boot space is 401 litres. Enough room for two golf bags, says Honda...

The coupe is packaged as standard with safety features typical of modern cars starting with six airbags - dual front, front-side, and full length curtain airbags. Active heads restraints make the grade, as do seatbelt reminders for all seats, a security alarm, engine immobiliser system and reversing camera/sensors for Luxury/Sport models respectively.

Vehicle stability assist (VSA) is Honda's version of electronic stability control and antilock brakes, electronic brake force distribution, traction control and brake assist are also standard.

Honda says Female buyers are expected to outnumber male, and are likely to be professionals in their 30s and 40s, and drivers who appreciate technology.

ON THE ROAD

Living up to both its green and sportscar claims, the Honda CR-Z is a satisfying car to drive in anger, yet returns good fuel economy at the same time.

The CR-Z's strongest dynamic asset is its handling, which falls somewhere between a hot hatch and a luxury coupe. Indeed, ride quality has not been compromised in the search for corner speed, with the 16-inch alloys with 195/55 tyres providing a touch of cushioning between road and firm suspension.

The electric power steering system is sensitive at low speeds, taking the effort out of tight manoeuvres, and it loosens up at higher speeds. On several winding sections of blacktop the CR-Z proved to be both capably sporty and involving to drive. The handling is predictable, leaning towards mild understeer when shoved hard into a curve in the road, and is generally planted as it tracks through corners.

It's a beautifully balanced coupe too, from the moment you tip into a corner all the way to its grip limit - and even beyond. My only real gripe with the car's chassis is its lack of ultimate grip (which could be remedied with 17-inch rims and wider silicon skins), but even when the CR-Z begins to slide gently, the whole event is clearly conveyed and utterly predictable - and controllable for that matter.

Fun to drive and relatively capable, it's positive to see that Honda hasn't forgotten how to build a proper driver's car.

Acceleration and deceleration are not quite as keen as the CR-Z's cornering abilities, which is a shame considering the car could easily cope with more of both. The brakes are good for the most part, but fade with hard use.

Honda expects the majority of CR-Z sales to go to the automatic variant, which makes use of a CVT with seven preset 'ratios'. The system works surprisingly well and makes the most of the engine's revvy nature, but you do feel a little detached from the engine when hustling the coupe along.

It's the six-speed manual transmission that really piqued my interest though, bringing the hybrid drivetrain to life and making the experience more involving as a result.

Honda typically builds great manual gearboxes and the CR-Z is no exception. I found it possessed of a sweet shift pattern, the clutch was easy to modulate and winding out the engine to its 6500rpm rev limit was all the more satisfying. It's not the fastest coupe on the market, with a 0-100km/h time of around 9.5 seconds, but the engine is a free-revving unit with enough charm to keep drivers entertained.

If you thought that hybrid cars were only for tree-hugging hippies and government departments, think again. The CR-Z may not be the quickest sportscar in its segment, but it shows a clean pair of heels and is arguably the best hybrid from Honda thus far.

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