Get ready for lots of unwanted attention
Honda realized it needed hybrid halo car to ignite sales; the CR-Z would be it
Does your car draw unwanted attention? Curiosity?
“I was eating in my car in the middle of a vacant parking lot. As I was stuffing my face, a car filled with young guys drove in a circle around my CR-Z, checking it out,” reads one account online.
Beyond having a fine dining experience ruined, Honda CR-Z owners never seem to tire of passersby who mistake the tiny hatchback for (a) a grey-market Italian import, (b) a galactic interceptor or (c) the new Veloster.
In reality, the CR-Z has more in common with the first Honda Insight gas-electric hybrid, marketed here between 2000 and 2006, than anything that could crack the sound barrier.
After building a slow-selling bunch of Civics and Accords with hybrid drivetrains tucked underneath, Honda realized it needed a hybrid halo car to ignite sales. The CR-Z would be that car. Sort of.
Configuration
Launched for 2011, some mistakenly heralded the CR-Z as the resurrection of the CRX, Honda’s lightweight, tossable door wedge of a car. Yet the CR-Z was cast 40 centimetres longer than the original CRX and tipped the scales at 1,200 kilograms — a whopping 365 kilograms more than the 1986 CRX Si. Blame the host of crashworthy structural requirements, airbags and some modern creature comforts, not to mention the hybrid’s electrical equipment.
Underpinning the CR-Z were the same building blocks that made up Honda’s Insight five-door hatchback and the minuscule Fit. The front MacPherson struts and rear torsionbeam suspension were pinched from the Fit, the latter to make room for the CR-Z’s battery pack.
Inside, occupants are treated to an ambitious but well-laid-out cabin that might have been designed by the Hollywood team that fabricated the cockpit of Star Wars’ X-Wing Fighter. Still, look carefully and you can spot borrowed switchgear and the optional navigation unit from the Fit’s parts bin.
The silver-cloth buckets sit low, while a tilting-and-telescoping steering wheel and adjustable seat height ensure a comfortable driving position. The hatch opens to a generous cargo area complete with a hardplastic folding shelf in place of the jump seats that the CR-Z offers in other markets.
The cabin is bright and airy thanks to Honda’s affection for glassy greenhouses, but visibility rearward is abysmal.
“The rear window is so flat that it doubles as a sunroof for the cargo area.
“This car has the worst visibility of any car I have ever seen,” posted one cranky owner.
Honda’s Integrated Motor Assist hybrid system made use of a 113-hp., 16-valve SOHC 1.5-L four cylinder (descended from the first-generation Fit) combined with a 13-hp electric motor powered by 84 nickelmetal hydride batteries. Together, the combined output amounted to 122 hp. and 128 lb.-ft. of torque.
Cars equipped with the continuously variable (CVT) automatic transmission made do with 123 lb.-ft. of torque, while those who opted for the six-speed manual transmission — yes, the CR-Z is the only hybrid car in North America that offers a stick — got the whole enchilada.
All CR-Zs came with a three-mode selector consisting of Sport, Normal or Economy. Each setting electronically adjusts parameters for throttle sensitivity, steering assist, CVT programming and air-conditioning usage.
The CR-Z received a light styling update for 2013, along with a standard rear-view camera. The 1.5-L four’s output increased to119 hp., and the electric motor found seven additional horses thanks to a switch to lithium-ion batteries. Combined output rose to 130 hp., and peak torque swelled to 140 lb.-ft. (127 lb.-ft. with the automatic). Driving and owning the CR-Z Despite the CR-Z’s warp-speed styling, the car is a pussycat. Zero to 97 km/h came up in 9.6 seconds with the slick manual transmission and, surprisingly, 9.3 seconds with the CVT. The upgraded 2013 model reduced the acceleration time to an even 9 seconds — still no quicker than an econobox.
Alert handling makes up for the CR-Z’s nap-inducing acceleration. Unlike the Toyota Prius, the Honda’s electric steering is reasonably responsive, the brake pedal doesn’t feel weird and body motions are well managed. What drivers don’t like is the characteristic wind and tire noise at speed, although it’s better managed than in some other small Hondas.
The CR-Z largely delivers on its green promise. Average reported fuel economy is almost 50 mpg (5.7 L/100 km) in mixed driving. Unlike many hybrids, the car doesn’t fare quite as well in city traffic as on the highway. The car’s graphic display helps coach drivers to accelerate and brake for efficiency.
For those who jumped into CR-Z ownership with their eyes open — knowing it only seats two with the limitations that entails — owners have generally been delighted with their cars’ competent handling, entertaining driver interface, urban practicality and great fuel savings. They’re far less enamoured with the car’s noisy ride, poor visibility out back and anemic acceleration (especially uphill).
“The performance isn’t even worth mentioning since this car is practically the slowest thing on the road,” groused one disappointed driver online. The reality is even harder to accept when the CR-Z looks so fast standing still.
Mechanical lapses are very rare. The most commonly mentioned repair has to do with fog lamps that come in contact with road debris and crack or shatter.
A few drivers noted that the factory tires wear poorly, while others have found the rear hatch is prone to rattling.
What the CR-Z does best is approximate a household electric appliance, one that doesn’t break. The online community has documented plenty of examples that have crossed the 160,000-kilometre threshold problem-free, but slowly. Tell us about your ownership experience with these models: Audi A8 and Ford Focus. Email: