Honda CR-Z
The 2011 Honda CR-Z is not precisely the modern-day CRX redux that we were all hoping for. Mildly upsetting, yes, but perhaps this disappointment tarnished our initial impression of this newest hybrid offering from Honda. We still have numerous questions about its form and function, but need to accept the fact that times have changed, Honda's product methods have been realigned to the times and also the CRX shall remain a contemporary classic – particularly the Si. Besides, this little two-seat hybrid is not truly all that poor. Genuinely.
But don't write off the CR-Z entirely. It may be a tough sell when looked at from a large picture perspective, but on its own, it's a pretty great little whip. Follow the jump to come across out why.
After spending a week with our North Shore Blue EX test auto, we grew to rather like the CR-Z's design, however it is a bit awkward at first take. The oversized front maw doesn't actually match up with the short, wedgy proportions of the rest from the vehicle. What's additional, the side profile highlights the fact that the front overhang is noticeably longer than the rear, and from most front three-quarter views, the CR-Z looks rather nose-heavy.
Out back, nevertheless, things are a little far more put together. The split glass rear hatch and triangular taillamps are reminiscent in the original CRX, but we can see a little of its larger brother, the Insight (both the original and new a single), as well. Interestingly, although, the rear view seems to be the most polarizing among the general public. Within the span of 30 minutes, we had one particular passer-by make mention of your CR-Z's "butt-ugly butt" and another commented on how modern and high-tech it looked. To each their own, but we're quite fond with the rear design, even although the split in the glass cuts correct by way of the middle of your rear-view mirror sight-lines. Even so, it's no worse than trying to look out the back of a properly winged Subaru STI.
Visually, the only difference between our loaded-up EX tester along with the base CR-Z are the addition of front foglamps. All models get the exact same set of 16-inch alloy wheels you see here, although Honda does provide an attractive set of 17-inchers as a dealer-installed accessory. The bigger wheels would better fill out the somewhat large wheel wells, not to mention add an additional dose of sportiness, since Honda is, after all, trying to convince us that the CR-Z is a sports car or truck.!!!. of a type.
Looking inside, the entire "hybrid sports activities car" theme is nicely presented. The futuristic dash display speaks to the eco-mindedness in the CR-Z, along with the nicely bolstered, supportive seats and short, nubby six-speed manual shifter are sporty visual cues. Furthermore, all of the car's controls are canted toward the driver, and we're huge fans in the smaller-diameter steering wheel. Specifically with the navigation screen in place, the interior looks fantastic when lit up at night, however Honda is long overdue for an upgrade to its infotainment show technology – things are starting to look a bit pixelated onscreen.
The CR-Z's hatchback design would lead you to believe that it's relatively functional, and we do not have any complaints in regards to the 25.1 cubic feet of cargo space. Rather than fitting a second row of seats, Honda has opted for clever storage compartments and a divider that may be folded flat to accommodate larger haulables. Would we prefer a two-plus-two seating arrangement? No. We can't imagine that those rear seats would be used for anything except shopping bags as well as the original CRX didn't have rear seats, anyway.
But whilst the phrase "hybrid sports activities car" works for the interior design, it is not too played out when it comes towards the CR-Z's on-road manners. Power comes from Honda's Integrated Motor Assist technology, pairing a 1.5-liter i-VTEC four-cylinder engine with a modest electric motor. The gas-powered mill is excellent for 122 horsepower and 128 pound-feet of torque and the electrical motor churns out 13 hp and 58 lb-ft, however unlike most parallel hybrids, the CR-Z is actually a mild hybrid and cannot be powered by its electric motor alone. Honda says that maximum torque thrust is available as low as 1,750 rpm, but these i-VTEC four-pots aren't recognized for their low-end twist – it is all concerning the high-revving power here, which goes against the point of a hybrid powertrain.
Mainly because of this, gasoline economy is meager for a hybrid – our six-speed manual-equipped tester is only rated at 31/37 miles per gallon city/highway (CVT-equipped models hit a a lot more respectable 35/39 mpg). A larger Ford Fusion Hybrid will net you 41 mpg inside the city, and even a standard gas-sipping Hyundai Sonata will get you 35 mpg. This proves to be the CR-Z's biggest selling hurdle, as consumers expect cars with a hybrid badge to be substantially more gas effective than similarly equipped vehicles powered solely by an internal combustion engine, and mild hybrids like the CR-Z don't meet that expectation. We wish we could report that real-world gasoline economy is better than expected, but we only averaged about 33 mpg throughout our test.
We drove the CR-Z in all three of its driving modes (Eco, Typical and Activity), nevertheless left the auto in Standard mode for the majority of the week. Activity mode is nice, as it tightens the steering and improves throttle response, but fuel financial system will suffer under these conditions. Eco mode is not a total bore, nevertheless – Honda's light, involving steering rack even now keeps points interesting, nevertheless the reduction in power delivery makes the CR-Z feel very sluggish off the line. There's actually no perfect blend of activity and efficiency, nevertheless the CR-Z still has adequate moves to maintain issues entertaining on the road.
The CR-Z isn't very a canyon carver, but its firm suspension and adequate steering feedback are enough to present an engaging experience for the driver. It's definitely far more engaging than your run-of-the-mill Prius, but a Volkswagen Golf TDI will is more enthusiastic, not to mention more gasoline efficient. The do-it-yourself gearbox is super smooth, allowing you to fire off quick, slick shifts whilst nevertheless keeping the revs planted inside the CR-Z's powerband. Honda's start-stop system works well with this application, using the engine firing up instantaneously when you click the shifter into first gear. Having six cogs to work with means plenty of shifting is required to maintain the car hustling, but very good throttle feedback and a linear clutch action make for happy cogswapping all day long. As mentioned earlier, the CR-Z can be had having a continuously variable transmission, even though we've yet to find a CVT that's preferable to a manual if given the choice. When you just want the CR-Z with the very best gasoline economic system, however, the CVT is the clear winner.
Overall, the CR-Z is not worthy of a sports vehicle badge, but it's by far the best-driving low-cost compact hybrid we've come across. It feels less like an appliance (Prius) and more like a focused driver's automobile, even however you won't have a lot to show for in terms of sheer performance or mileage numbers. And this is where the CR-Z starts to lose its appeal. As soon as you contemplate the bigger scope of what the Honda hybrid is trying to accomplish, your disappointment will start to outweigh any of your great vibes felt from behind the wheel.
It's a tough sell, this CR-Z, but with costs starting below $20,000 and topping out just above $23,000 with a CVT and navigation, Honda will attract a few buyers who are sold on the car's appearance and distinctive positioning within the marketplace. It is a fairly pleasant automobile to drive, the interior looks and feels excellent and its forward-facing design must easily stand the test of time, but we'd be fools not to look at a raft of other possibilities prior to deciding upon a CR-Z. Your $20-23K may be superior spent on a base Mini Cooper, Ford Fiesta or Honda Fit – all three cars are just as great if not better to drive as the CR-Z, and their comparable fuel economy and far far more practical shapes far outweigh our desire to break the mold of the traditional subcompact set. So take off your rose-colored glasses, CRX fans. This is the future, though it actually isn't so poor.
