2011 Honda CR-Z Hybrid First Drive Review

Cars Mania Blog

Auto Car | 2011 Honda CR-Z Hybrid  First Drive Review | It’s tempting to think of the CR-Z hybrid as the second coming of the CRX, Honda’s light, tossable mid-1980s funster, what with the two cars’ stubby rear ends, two-seat layouts, and frugal intentions. At the CR-Z launch, in fact, Honda plopped us down in a cherry 1985 CRX Si and told us to go nuts. We did, and we’re sorry, Big H, but the CR-Z just isn’t quite as awesome.

Where the impish CRX used lightness and a stripped-down approach to deliver entertainment and efficiency, the CR-Z looks to a gasoline-electric hybrid powertrain. The difference between the two paths is stark, or so goes conventional wisdom. With less weight and simplicity come fun and momentum-style hoonage, and with a hybrid powertrain comes, well, soul-crushing dullness. Somewhat shockingly, however, this hybrid is entertaining, even as it tries to marry the disparate concepts of sport and efficiency.At the heart of the CR-Z is the 1.5-liter four-cylinder from the Fit, here making 113 hp and 107 lb-ft of torque.

It mates to Honda’s Integrated Motor Assist hybrid system as seen in the Insight, which is comprised of a nickel-metal hydride battery pack and a 13-hp electric motor. Combined output stands at 122 hp and 128 lb-ft of torque (123 lb-ft with the CVT). Acceleration isn’t scorching by any means, but the CR-Z doesn’t feel poky like the Fit or Insight. Helping foster that sense is the sport mode, activated via a button to the left of the steering wheel. In sport, throttle sensitivity is increased, the steering tightens, the electric motor provides more assistance on manual-equipped cars, and in CVT models, the “gear ratios” are optimized for acceleration. There are also normal and econ modes, and the latter dulls throttle response, retunes the CVT for fuel-economy gains, turns down the fan speed and minimizes compressor use for the A/C, and reduces power and torque by four percent except in wide-open-throttle situations.

The chassis plays a big part in making the hybrid experience transparent. The brakes are a touch grabby, but they have only the slightest hint of hybrid-style sponginess, and the transition from regenerative to conventional braking is essentially seamless. The linearity of the brakes is good, too. The electrically boosted steering has more feel than we expected, and turn-in is eager in normal mode and quick in sport. Where the CR-Z impresses most is in ride quality. Generally, when something has the wheelbase of a Matchbox car, you can expect to be revectored as you hit midcorner bumps, plus a jarring, crashing ride the sportiest Minis being prime examples. The CR-Z exhibits very little of such behaviors, though, with part of the credit going to the standard 16-inch wheels and relatively tall sidewalls of the 195/55 Dunlop SP Sport 7000 rubber. That’s not to say the CR-Z is firmly planted all the time. Pitch this Honda hard into a corner with stability control disabled and lift off the throttle, and the back will swing around (and quite quickly due to the short wheelbase), so you need to be ready to dial in some opposite lock. Blame the weight of the batteries, which live between the rear wheels. The handling would benefit from a firmer suspension it would shore up slight body roll, for one thing but at the expense of compliance. Such a strategy would certainly alienate a good chunk of buyers, a large majority of whom will find the current setup to be sporty enough.

The CR-Z comes in three flavors: base, EX, and EX with navigation. Honda says pricing will start under $20,000 with destination charges and top out at just below $24,000 when the car goes on sale in late August. (Update: Official pricing has been released. A base model will cost $19,950 and a top-spec EX with navigation and the CVT will be $23,960.) Standard across the range are stability control, power mirrors, power locks and windows, keyless entry, automatic climate control, cruise control, a tilting and telescoping steering column, USB and auxiliary inputs, LED taillamps, and the three-mode drive system. EX models get HID headlamps, fog lights, aluminum pedals, a leather-wrapped steering wheel, and an upgraded audio system with a subwoofer. The rear cargo area will accommodate a couple of golf bags with the rear bulkhead folded down and two suitcases with it up, not too bad considering the car’s diminutive size. To the CR-Z’s credit, too, it has the best interior among Honda’s cheaper offerings, with cloth door inserts, a soft-touch dash covering, and attractive switchgear. It’s certainly better than the cost-cut, hard-plastic-riddled cabin of the Insight.