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Retro drive: Honda CR-Z. Image by Honda.

Retro drive: Honda CR-Z
Blending 1980s wedge-shaped goodness with 2000s hybrid saintliness, here’s the Honda CR-Z.

   



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Honda CR-Z

4 4 4 4 4

For: sharp looks, interesting cabin, surprisingly spry chassis and performance, clever hybrid drivetrain

Against: it could have done with more power, so we still wish the Mugen model had taken off...

What is it?

Well, if you believe the old wedge-shaped Honda CR-X of the 1980s was basically named as such because the three letters stood for 'Civic Renaissance X', then this is the 'Compact Renaissance Zero'. Or CR-Z, more appropriately. One of Honda's last hybrids prior to the launch of the 581hp second-gen NSX, the CR-Z channelled both the much-loved CR-X - in terms of its Kamm-tail profile and lightweight/affordable performance aims - and also the Insight hybrids, as it had an Integrated Motor Assist (IMA) drivetrain; the CR-Z, in essence, was based on the Insight Mk2.

Powered by a 1.5-litre i-VTEC four-cylinder petrol engine, electrically assisted by (on earlier cars) a small brushless motor served by a nickel-metal hydride battery (a slightly more powerful CR-Z with a lithium-ion battery was launched in late 2012), the overall figures for the Honda 'sports hybrid coupe' were rather modest: 122hp and 174Nm propelled the 1,211kg two-door from 0-62mph in 9.9 seconds and on to a 124mph top speed. Even the eco-data didn't make for the most astonishing reading, as a combined economy figure of 39.6mpg was nothing to write home about at the turn of this decade. As a result, the CR-Z received rather lukewarm critical appraisal... so it's a shame the wilder 197hp Mugen version never took off to bolster the CR-Z's appeal.

Why are you driving it?

As part of a big Honda Heritage event, the CR-Z was the newest car on show - and it formed a neat counterpoint to one of the company's earlier hybrid efforts, the Insight 'ZE1'. But it wasn't just because of the novelty value that we wanted to get behind the CR-Z's wheel; rather, we needed to know if the hybrid coupe was still something of a let-down, or whether it deserved a reappraisal in light of a refresher test drive, away from the harsh critical glare of new-car reviews.

Is it any good these days?

Yes. Yes, it is. But, let's be fair; it is no modern CR-X. That car had a legendary 1.6-litre VTEC called the 'B16A' that made up to 160hp in JDM trim, and that in a body that never weighed more than a flat tonne. The CR-Z's drawback is that it's at least 200kg heavier than any CR-X and significantly down on power, although it does have a tad more torque as a result of its electrified drivetrain. So, if you're expecting some kind of pseudo-Type R without the red 'H' badges, you're going to be severely disappointed.

What it also has, as a feature held in common with the earlier Insight, is a manual gearbox. And a great chassis, that blends easy-going ride compliance with enough body control and mechanical grip to make the CR-Z suitably talented in the corners. It's one of those cars that feels much perkier on the road than its on-paper stats might suggest and while it doesn't have a truly spine-tingling VTEC scream to it at higher revs, there's enough of a metallic bark to the induction note to make it interesting. The gearbox and the steering are both excellent and the IMA is seamless in operation, while visibility out isn't too bad - even through that bisected tailgate - and so placing the car accurately on the road is a cinch.

Furthermore, we like many other details about it. The CR-Z has a pleasant cabin, with blue-tinged dials and enough mod-cons to make it comfortable. As a 2+2, the rear seats are diminutive but at least they're there, meaning it's a little more practical than some coupes of a similar size. It's also a really easy car to deal with for low-speed and normal, everyday driving, so much so that it's not difficult to imagine living with it on a daily basis even now. Plus, it's a Honda - so it's about as likely to break as an industrial diamond.

Is it a genuine classic, or just some mildly interesting old biffer?

Ah. We'd probably have to say the latter, at this stage. Like the Insight Mk1 we drove recently, the CR-Z is a hybrid, when all's said and done, and they don't seem to generate the same love in automotive enthusiasts as a good, classic combustion car. It's also still quite new - the last CR-Zs were built in 2016 and the earliest are just eight years old, so perhaps Old Father Time needs to work some more of his magic on Honda's unusual take on a 21st century performance coupe. Even if second-hand values seem to be quite strong right now.

There's no doubt, though, we should look on the CR-Z more favourably than we did when it was brand-spanking new. It never set out to be a road rocket and, while it might not have quite matched the CR-X for fizzing driving dynamics, it actually proves to still be an engaging steer in 2018. As a more interesting, stylish and cohesive alternative to the somewhat flawed FN2 Civic Type R, then there's much to like about the amiable CR-Z. But we can't help wondering what might have been, had only the mad Mugen version made production...

The numbers

Model tested: Honda CR-Z GT
Price: when new in 2010, £18,035 (circa £21,985, inflation-adjusted for 2018); used examples from £4,500-£13,000 today
Build period: 2010-2016
Build numbers: 13,184 (European sales figures)
Engine: 1.5-litre four-cylinder i-VTEC petrol with Integrated Motor Assist electric drive
Transmission: front-wheel drive, six-speed manual
Body style: two-door hybrid coupe
Combined economy: 39.6mpg
Top speed: 124mph
0-62mph: 9.9 seconds
Power: 122hp at 6,000rpm (113hp petrol)
Torque: 174Nm at 1,000-1,500rpm (144Nm petrol)



Matt Robinson - 12 Aug 2018



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2010 Honda CR-Z. Image by Honda.2010 Honda CR-Z. Image by Honda.2010 Honda CR-Z. Image by Honda.2010 Honda CR-Z. Image by Honda.2010 Honda CR-Z. Image by Honda.

2010 Honda CR-Z. Image by Honda.2010 Honda CR-Z. Image by Honda.2010 Honda CR-Z. Image by Honda.2010 Honda CR-Z. Image by Honda.2010 Honda CR-Z. Image by Honda.








 

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