The 2011 CR-Z is a 2-door, 2-passenger sports coupe, available in 6 trims, ranging from the Base 6M to the EX CVT w/ Navigation.
Upon introduction, the Base 6M is equipped with a standard 1.5-liter, I4, 122-horsepower, hybrid engine that achieves 31-mpg in the city and 37-mpg on the highway. A 6-speed manual transmission with overdrive is standard. The EX CVT w/ Navigation is equipped with a standard 1.5-liter, I4, 122-horsepower, hybrid engine that achieves 35-mpg in the city and 39-mpg on the highway. A variable speed automatic transmission with overdrive is standard.
It’s now way past bedtime, and I’m driving the new Honda CR-Z in one of those neighborhoods you wouldn’t be making your evening stroll in. Heads turn, necks stretch, fingers point. Blacked out windows of blacked out SUVs are rolled down. Everybody on the street seems to approve Honda’s new creation, but no one knows it’s a hybrid.
Context, as you know, is everything. Honda says the CR-Z is a sporty hybrid, and while the world of automotive marketing is often cynical, marketing a hybrid sports car is like attempting to sell water powder. Are we expected to hold our breaths towards the 45th mpg or for the last hairpin? Let’s find out.
The CR-Z is based off the Insight, which isn’t exactly a promising start as far as sportiness is concerned. Honda assures us this wasn’t just a copy-cut-paste job: the wheelbase is 4.5 inches shorter than the bread and butter hybrid, and the car itself is shorter by some 8 inches and also considerably wider and lower.
As with most of Honda’s modern designs, the CR-Z is very much a take it or leave it affair, and yes – compared to the concept the front end looks somewhat toned down. That’s not what matters, though. When you look at the CR-Z, you get the distinct notion that the designers had a clear image of the car they wanted from the get-go: this car simply looks like nothing else on the road. From the raked rear window inspired by the CR-X, to the pointy rear lights and bulges distributed in key areas – you’ll have no trouble finding this car in a Walmart parking lot.
The first thing you notice when you sit down in the CR-Z is how close your behind is to the ground. You sit very low in here. Properly low. Female companions are thus advised to avoid wearing skirts if riding shotgun. There are even more prices to be paid for the wowing exterior design: space. Front passengers will feel pretty intimate (if not claustrophobic), storage spaces are scarce, and my European-spec tester’s rear seats will make even grocery complain about headroom. Fortunately, American car journalists will be spared this rant: US-spec cars will come
The CR-Z is based off the Insight, which isn’t exactly a promising start as far as sportiness is concerned. Honda assures us this wasn’t just a copy-cut-paste job: the wheelbase is 4.5 inches shorter than the bread and butter hybrid, and the car itself is shorter by some 8 inches and also considerably wider and lower.
As with most of Honda’s modern designs, the CR-Z is very much a take it or leave it affair, and yes – compared to the concept the front end looks somewhat toned down. That’s not what matters, though. When you look at the CR-Z, you get the distinct notion that the designers had a clear image of the car they wanted from the get-go: this car simply looks like nothing else on the road. From the raked rear window inspired by the CR-X, to the pointy rear lights and bulges distributed in key areas – you’ll have no trouble finding this car in a Walmart parking lot.
The first thing you notice when you sit down in the CR-Z is how close your behind is to the ground. You sit very low in here. Properly low. Female companions are thus advised to avoid wearing skirts if riding shotgun. There are even more prices to be paid for the wowing exterior design: space. Front passengers will feel pretty intimate (if not claustrophobic), storage spaces are scarce, and my European-spec tester’s rear seats will make even grocery complain about headroom. Fortunately, American car journalists will be spared this rant: US-spec cars will come with the rear bench deleted in favor of extra storage space.
Having said that, when you don’t have to consider the rear passenger’s well-being, front legroom is sufficient for a plus sized adult. The trunk isn’t especially commodious – it’s 8.2 cubic feet in size with the seats in place – and the loading bay is high due to the batteries and full-size spare wheel laying underneath.
In best hybrid fashion, the instrument panel is designed with the ultimate control freak in mind. The 3D mishmash of gauges and indicators boldly hosts the rev counter and digital speedometer in an isolated central tunnel (so your wife can’t peek). The rest of the IP is cluttered with digital gauges: a battery charge meter, a fuel consumption indicator, a gearshift indicator and a bar showing whether the battery is being charged or assists the gas motor – along with the usual array of warning lights and standard gauges. Like with the Insight, the rev counter will light up in blue shades if you’re ruining the environment and lights up in cheery green if the mammals of the rain forest are happy with your driving. The central display will also be growing flowers over time if you keep it up.
