Honda CR-Z GT
Enthusiast readers may remember the buzzy little Honda CRX coupés of the 1980s: fitted with madly revvy VTEC engines and a sharp-handling chassis, these pint-sized sports models still enjoy a strongly loyal following – despite having been absent from Honda showrooms for two decades.
Not unnaturally, since the last CR-X disappeared from the catalog in 1991 those enthusiasts have been clamoring for a new version, and various motorshow concept models such as the Remix in early 2007 have been tipped as possible follow-ups to the little coupé. Later that same year, however, the fans got lucky: center stage on the company’s Tokyo motor show stand was the CR-Z concept, a prototype for a compact and sporty coupé of clearly the same proportions as the CRX and with many design cues linking it to the classic model.
Most importantly, however, the CR-Z was to make engineering history as well as creating waves within the design community. Specified as the CR-Z’s power source was the gasoline-electric hybrid powertrain drawn from the soon to be launched Insight hatchback, making the CR-Z the first compact coupé with hybrid power. When the production-specification CR-Z was revealed in the fall of 2009 it notched up an additional first: not only was it the first hybrid sports coupé, but it was also the first time (apart from the earlier low-profile Civic IMA sedan) that a hybrid engine had been paired with a manual transmission rather than a CVT or a planetary automatic.
The linking of the two powertrain elements is made slightly easier by the fact that the Honda engine is a mild hybrid with a relatively low degree of electrical assistance – just 14 horsepower, compared with the 114 hp of the 1.5 liter gasoline engine. Mild hybrids always launch from rest under combustion engine power, so the issue of decoupling the engine from the electric motor does not arise: shifting and clutch operation is always under the driver’s direct control. Positioned between the engine and the gearbox, the motor’s job is to assist the engine with additional torque – it supplies a hefty 78 Nm, over half the 4800 rpm peak of the gasoline unit – as well as harvesting the kinetic energy of the vehicle as it decelerates or brakes. The electric motor is never called upon to power the vehicle alone.
Thus the maximum total system power available to the driver is 124 hp, along with a combined torque figure of 174 Nm; these are hardly substantial totals, but neither is the CR-Z's bulk – it has a slippery aerodynamic profile and tips the scales at under 1150 kg.
With its high set, sharply cut off tail, arched roof and low, hungry frontal air intake, the CR-Z has an appealingly contemporary sporting exterior allure; inside the light-gray interior there are sporty bucket seats and a neat, small steering wheel but the very complex architecture of the dashboard comes as something of a shock. The large central rev-counter housing juts back towards the driver and is flanked by wings either side carrying the remaining displays for fuel level, fuel consumption, energy flow and economy performance. The speed readout is through large digits visible through a lens in the center of the speedometer.
The purpose of the large rev-counter becomes clear as soon as the engine is started. The instrument’s corona-like background glows a bright blue when the mode selector – three buttons on the extreme right hand dash on a RHD car – is in its default condition, Normal; select Econ and the background display becomes green, while selection of Sport, which also firms up the electric power steering, turns the background a deep red. Yet there is more to this than just an electronic gimmick to impress customers in the showroom: the changing color display proves a valuable economy driving teaching aid when out on the road. Drive gently or lift off the gas so the engine goes into recharge, and the background glows green; squeeze the throttle less delicately and the corona becomes blue, signaling higher fuel consumption. It soon becomes second nature to tune one’s driving technique to keep the green ring glowing for as much of the time as possible, and once the engine is switched off at the end of one’s trip an economy score appears in the lower display, prompting a competitive spirit of ever-improving economy returns.
Nevertheless, the design brief for the CR-Z was not simply that of maximum fuel economy – its mission, in the words of Honda CEO Takunobo Ito, is to provide drivers with a car to satisfy their passion for sporty driving without them having to compromise their environmental conscience. True to this character, the CR-Z has a Sport mode which, in addition to turning the instrument display a permanent red, provides much sharper throttle response and stronger electric boost at low rpm to give the feel of a much bigger and more flexible engine.
As for the controversial combination of the hybrid engine and the manual gearbox, it simply is not an issue. The feeling is that of a quicker and more responsive drivetrain and one which has more low-down torque than most small gasoline engines. The only technical limitation of this arrangement is that, unlike auto-equipped hybrids, it does not allow the engine to shut off on the overrun or when just electric power would suffice, perhaps wasting a few drops of fuel that could otherwise have been saved.
In Sport mode the gearchange indicator lights are disabled, as is the engine stop-start when coming to a halt at traffic lights. In Econ and Normal modes this system can prove something of an irritation in traffic queues: after the engine has automatically stopped and then restarted after the driver has pressed the clutch, the car needs to exceed about 20 km/h before the system is reset and will work again – if the traffic only crawls forward before stopping again the CR-Z’s engine won’t stop a second time.
Such irritations are soon forgotten when out on clearer roads. In Sport mode the CR-Z is quick, agile and fun, and its sharp handling does indeed recall the fun factor of the old CRX. Unlike the old CRX, however, the frantic feel is entirely absent, the suspension is compliant as well as accurate and long-distance relaxation is a perfectly viable option. So too is decent fuel economy: medium-hard driving returned (Imperial) mpg figures of between 40 and 45, a highly creditable performance when compared to the low 30s just about possible with the CR-Z’s cramped, noisy and uncomfortable predecessor. Progress indeed.
| Honda CR-Z GT | |
|---|---|
| Engine | 1497 cc four-cylinder, 16 valves |
| Induction | Gasoline fuel injection |
| Max Engine Power | 114 hp at 6,100 rev/min |
| Peak EngineTorque | 145 Nm at 4,800 rev/min |
| Electric Motor Power | 14 hp at 1500 rev/min |
| Electric Motor Torque | 78 Nm at 1000 rev/min |
| Transmission | Six-speed manual transmission with conventional dry clutch |
| Maximum Speed | 200 km/h |
| 0-100 km/h Acceleration | 9.9 sec |
| Fuel Consumption | 5.0 lit/100 km (45.2 US mpg) |
| CO2 Emissions | 117 g/km |
| Price (approx) | £21,749 ($34,500) |
Story Filed: 11/17/2010
By Tony Lewin, managing editor DCTfacts.com