Who says hybrid cars can't be sexy? Why should they be denied head-turning looks and driving thrills just because they’re the buzzword for environmental friendliness?
Honda believes you can have your cake and eat it, too, with its petrol-electric CR-Z that “will change current perceptions of hybrids” by being “fun to drive everyday”. The Japanese car maker even describes it as a “responsibly indulgent” coupe. Marketing hype aside, the CR-Z has some merit to these claims as we discovered at the car’s local launch. It is, after all, the world’s first hybrid car to come with a six-speed manual transmission, according to Honda.
But don’t be conned into thinking this is some kind of high-performance coupe or a reincarnation of Honda’s sporty CR-X, in which it takes its styling inspiration from. It’s certainly not bred from the company’s hardcore Type-R stable, either.
Instead, the 1160 kilogram CR-Z offers peppy performance and surprising agility, but only once you’ve pressed the “Sport” button. With its 3D-style dash now glowing red, the CR-Z calls on its electric motor more often for maximum torque off the line while sharpening throttle response and adding more steering weight.
The rest of the time, the CR-Z switches its focus to fuel efficiency. It does this by incrementally reducing responses to steering and throttle input, the level of assistance from the electric motor and even the airconditioner’s effectiveness.
This means it’s less engaging as you attempt to overtake in “Econ” or “Normal” modes where not much really happens. Instead, you’re encouraged to learn the unsexy – but dare we say, rewarding – ways of efficient driving via clever graphical tutorials that grow trees.
According to Honda, the three drive modes allow the driver to choose between a spirited jaunt, maximum economy or a balance between the two. But here lies the keen driver’s dilemma: it can be difficult to enjoy “Sport” mode and be free of guilt with the CR-Z’s eco-symbolism displayed so prominently. So much for responsible indulgence.
Despite its green technology, a manual-equipped CR-Z officially uses 5.0 litres of petrol per 100 kilometres while the continuously variable transmission (CVT) version uses 4.7L/100km. By contrast, Toyota’s larger, heavier Prius sips 3.9L/100km, while diesel-powered cars such as Drive’s Car of the Year, the Mercedes-Benz C250 CDI, isn’t far behind at 5.1 litres. CO2 emissions are rated at 118 grams per kilometre for the manual and 111g/km for the CVT.
The twisty roads around Victoria’s Yarra Valley Ranges stirred an enthusiastic drive, mostly in “Sport” mode with little concern for economy, so expect better than our 9.4L/100km average in everyday commuting.
With a sense of nimbleness from its short wheelbase, the CR-Z is enjoyable and remains flat through tight bends, even if it lacks the innate connection between car and driver of cars like Mazda’s MX-5, or the go-kart-like handling of the Mini Cooper. Similar to the Mazda, the CR-Z could use more power.
The Honda does feel brisker than its 0-100km/h time of 9.7 seconds suggests, however. At 10.2 seconds, the CVT-equipped model feels comparatively sluggish. Under the bonnet is a 1.5-litre four-cylinder petrol unit (up from 1.3-litres in Honda’s Civic Hybrid and Insight models) and a 10kW electric motor that produces a combined 91kW of power and 174Nm of torque. Its battery is stored under the space-saver spare wheel in the boot.
When paired with the pleasant-shifting manual gearbox, there’s also an encouraging exhaust note and a hint of Honda’s much-loved induction rort at higher revs, which maxes out at a modest 6100rpm, unlike rev-happy Hondas of yesteryear. Tyre roar also adds to the mix.
The CVT, which is a common transmission option for hybrids, replaces driver delight with a familiar engine drone while reducing torque to 167Nm. At least the CVT, with its walking stick-like gearlever, comes with steering wheel-mounted paddle shifters for some interactivity.
The self-shifter costs an extra $2300 on the entry-level CR-Z Sport (priced from $34,990 plus on-road costs) and comes standard on the CR-Z Luxury (from $40,790). The CR-Z’s interior is mix of pleasure and pain. The low driving position is reminiscent of the Civic hatches of the 1980s and ‘90s with ample legroom and OK headroom for tall adults, and the dash presentation is interesting, intuitive and made of decent quality materials.
But why Honda bothered to fit a rear seat into the 2+2 coupe is confusing and cruel if you subject it to even small children. The CR-Z’s rear seat makes a Porsche 911 look as accommodating as a limousine.
Perhaps the flat-folding rear backrest helps to insulate rear tyre noise from front occupants. Then there’s the tiny, porthole-like side windows for a genuinely claustrophobic feel. At least there’s a decent-sized boot, though.
Honda isn’t expecting the CR-Z to become a volume seller. Instead, it hopes the eco-minded coupe will inject some sports-oriented vitality back into its range. As a stylish, sporty hybrid coupe, the CR-Z is on its own, especially when mated with a manual transmission, which heightens the sense of driver engagement.
It’s far from perfect though, particularly given there are conventionally engined alternatives that sip less fuel. But the CR-Z is a bit unusual and, backed by keen pricing, it could even be difficult to resist.