Agile fun: the Honda CR-Z hybrid the second time around
THE HONDA CR-Z I wrote about five months ago (“Honda’s hybrid wannabe sports car,” 5/13/13) was a 2011-2012 concept Mugen test unit with a six-speed manual transmission. Early last month, Honda Cars Philippines Inc. launched the 2013 CR-Z in three variants: Standard, Modulo and Mugen, and last week, they delivered a Modulo variant with CVT (continuously variable transmission) paddle shifters to my house for test-driving. So I had a CR-Z the second time around.
The Modulo CR-Z has the same powertrain, mechanicals, electricals, exterior, seating, comfort and convenience features, safety and security equipment, and audio system as the Standard and Mugen CR-Z. But it also has what the other two don’t have: a front, side and rear carbon-fiber finish underspoiler set, a ducktail-type tailgate spoiler and a Modulo emblem.
I was pleased to discover that the snazzy-looking CR-Z has been updated in several significant ways while still keeping its best characteristics. First of all, the combined power output has been bumped up to 130 HP from 122 HP and torque increased to 170.69 Nm on CVT models, thanks to a new 144-volt lithium-ion battery pack and an improved electric motor. The CR-Z, being a mild hybrid vehicle, is powered by Honda’s Integrated Motor Assist (IMA) system which combines a 1.5-liter four-cylinder i-VTEC gasoline engine and a 23-HP electric motor.
MODES. Also significant is the addition of a Plus Sport System that boosts the CR-Z’s acceleration for 5 to 10 seconds when you want to overtake a slow-moving car ahead of you. The Plus Sport System supplements the ECON, NORMAL and SPORT modes that adjust throttle sensitivity, steering assist, air-conditioning usage and transmission programming in CR-Zs equipped with CVT. In ECON mode, the IMA system limits the amount of fuel used by the engine in order to achieve better efficiency. In NORMAL mode, the driving performance and fuel economy are balanced. In SPORT mode, the IMA system provides extra power while simultaneously making the throttle pedal more sensitive to driver inputs.
Although horsepower has been increased, fuel economy ratings are slightly up for 2013. CR-Z models with CVT are estimated to get 15 kpl in city driving and 16 kpl on the highway.
For the 2013 model year, Honda refreshed the exterior of the CR-Z to retain its eye-catching, youthful good looks and even make it more intense and edgier. A big-mouthed mesh black grille in front, a sculpted wedge on the side of the car and bulging rear fenders enhance the CR-Z’s short, sporty shape, long front overhang, split glass rear hatch and rectangular LED taillights. The CR-Z is about the same length and width as a Jazz, but doesn’t have the roomy interior and practicality of the Jazz, which seats five.
INTERIOR. Inside, the futuristic-looking instrument panel is dominated by the tachometer and a digital speedometer in the center, surrounded by ambient lighting. A multi-information display that includes ECO guide and ECO scoring reminds you that this is a fuel-conserving hybrid car at heart, although it looks very much like a sports car inside and outside. The mesh fabric front bucket seats are well-bolstered and supportive, and there is ample legroom for the driver. The rear jump seats can be easily folded to increase cargo volume, which is vast even with the seats up.
However, while the cargo area can swallow two fully loaded golf bags, storage space up front within the driver’s reach is lacking. There is no center console or armrest since the parking brake lever occupies all the space between the front seats. The glove box and door pockets in the driver’s door are small and obstructed by a grab handle in the case of the door pockets. The two cupholders tucked ahead of the shift lever are hard to reach.
Moreover, visibility in the rearview mirror is limited because of the nearly flat roofline and the aerodynamic slope making the glass nearly horizontal. At night, a structural bar in the rear glass windshield can totally block the headlights of the car behind. Forward visibility is much better due to the wide glass up front and the HID projector-type headlights
SPIN. But you forget these shortcomings when you take the CR-Z for a spin. The CR-Z handles well, with the tight steering ratio making the car a lot of fun to maneuver and carom around corners. The electric motor serves to boost acceleration like a turbocharger, although the CR-Z is noted more for agility rather than speed. At 120 kph in Sport mode, the CR-Z is strong and responsive, tempting you to stay in Sport mode all the time—which is counterproductive to the hybrid car’s reason for being. The brakes (ventilated discs in front, solid discs at the rear) are good, and the suspension system (MacPherson strut front, torsion beam axle rear) is more forgiving than that of hardcore sports cars.
With six airbags, ABS with EBD, vehicle stability assist and hill start assist, among other safety features, the CR-Z has passed road crash tests in other markets with flying colors. In the CR-Z, Honda has succeeded in blending sports car excitement and hybrid fuel efficiency. Bottom line, the CR-Z is for you if you want a head-turning, futuristic-looking hybrid sports coupe even though it’s not as roomy or as practical as other cars.
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CORRECTION. In the article “MMDA suggests imposing more limits on usage of private cars” by Aida Sevilla-Mendoza (Motoring, 9/18/13), the last sentence should have read: “Because the MMDA doesn’t have enough traffic enforcers, the MMDA should conduct random campaigns, such as enforcing the motorcycle lane and helmet law on a certain day, apprehending out-of-line buses on another day.”
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