New & Used Honda CR-Z: In Depth
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The Honda CR-Z is a three-door subcompact hybrid that can only hold two passengers. The optional manual transmission makes the CR-Z enjoyable for both the driving enthusiast and frugal driver.
The CR-Z is related to the Honda Insight hybrid hatchback, which was discontinued after the 2014 model year in the U.S.
Direct competitors to the Honda CR-Z are few and far between. There's the MINI Cooper Coupe, the Fiat 500 Abarth, and the Hyundai Veloster, but none are hybrids.
MORE: Read our 2015 Honda CR-Z review
From a design perspective, the CR-Z evokes the design heritage of Honda's famed CRX coupe of the Eighties and Nineties. But sales have hardly been stellar, and the CR-Z turns out to face a kind of existential crisis: It's neither the most efficient two-seat car nor the sportiest. In working to balance between those two qualities, Honda may have built a car that's not top of the class for either.
The Honda CR-Z was introduced as a totally new model for 2011, and for 2013, Honda gave it a mild freshening with a new grille and bumper, revised front styling, an air inlet molding, and daytime LED running lights in the headlamps.
Verdicts on the CR-Z's lines vary a lot; some feel the little hatchback looks great, while others see it as nothing more than a squashed two-door Insight, with a tall hoodline and incoherent interior themes. Anyone who's been in a recent Civic or Insight will recognize the two-level instrument panel, but its colors and shapes are edgier than those of the Insight, and your choice of performance mode--and your driving style--will cause the gauge cluster to change color, from green (most efficient) through blue to red (highest output, lowest gas mileage).
The CR-Z's 1.5-liter four-cylinder engine is mated to Honda's Integrated Motor Assist (IMA) hybrid system, giving a combined peak output 122 horsepower. As in the Insight and the Civic Hybrid, the IMA hardware is technically a mild-hybrid system, since it can't more the vehicle from a stoplight on electric power alone. It does permit electric-only cruising for very short distances with the gasoline engine off, but only under an extremely narrow set of running conditions.
Several new Honda hybrids in recent years use Honda's mild-hybrid IMA system, and the CR-Z is a low-volume member of the group. Added to a 1.3- or 1.5-liter four-cylinder engine, the IMA hybrid uses a small electric motor to restart the engine after stops and to contribute additional torque under heavy load. That allows a smaller engine than would otherwise be needed to be used. But like the other such cars, the CR-Z can't run solely on electricity, as do full hybrids. Honda has said its future small hybrids will add that capability, but for now, the CR-Z (and the Insight as well) lack all-electric running.
The most important updates for the 2013 CR-Z are in the engine and hybrid system; the engine is retuned to boost its output to 119 horsepower, and the electric motor is enlarged from 10 kilowatts (15 hp) to 15 kW (22 hp). A new, smaller lithium-ion battery pack similar to the one used in the 2012 Honda Civic replaces the previous CR-Z' nickel-metal-hydride pack, cutting both its size and weight. There's also a new "boost" button that allows the driver to call on the electric motor for extra torque, assuming the battery is more than 50 percent charged.
The CR-Z is a rarity among hybrids, as it offers a manual transmission in addition to the usual continuously variable transmission (CVT). The manual makes the car more fun, with the electric boost acting like a turbo when it kicks in. The CVT does provide better fuel economy, which is the tradeoff for driver involvement. Even with the manual, the CR-Z doesn't have the handling or performance that its looks suggest. Because of the hybrid equipment, it's heavier than it would be with just a small engine. The result is sluggish acceleration and more body roll than with other small coupes.
Honda offers three driving modes--Sport, Normal, and Economy--to let drivers chose to optimize fuel efficiency or maximize performance. Each has its own calibration for the engine and transmission mapping and adjusts the stiffness and speed of the power steering and throttle response. The CR-Z's character changes for the better in Sport mode, feeling more nimble and responsive behind the wheel.
Like most small two-seaters, the packaging of the CR-Z is tight. Its two seats are roomy and supportive, though the driving position is a bit low--taller drivers often end up with significant back aches, with no satisfactory angle of adjustment. Where a back seat might be, there is instead a pair of storage wells. Total cargo space is a decent 25 cubic feet, but the load deck is high, so the cargo area just isn't very tall--which keeps it from being truly useful.
Standard features in the CR-Z have included automatic climate control, keyless entry, power accessories, and a six-speaker sound system with USB connectivity. But Bluetooth connectivity is reserved for the EX models. Otherwise a 360-watt premium sound system, bundled with a navigation system, is also on offer.
For the 2015 model year, Honda began offering a kit that should go a long way toward transforming the car's character. For CR-Zs equipped with the manual transmission, the Honda Performance Development (HPD) kit includes a supercharger for the engine, an HPD clutch, a limited-slip differential, new front brakes, a sport suspension, 18-inch wheels, a sport exhaust, and several aero and dress-up parts. Engine output climbs to 187 hp and 171 lb-ft of torque. For CVT-equipped models, the engine is left alone but the other dynamic and aesthetic improvements apply. It's likely that fuel economy will suffer a bit, swinging the CR-Z's balance farther toward sport, but since it's a dealer-installed kit, the setup doesn't get tested by the EPA.