Honda CR-Z: back to basics for the new generation of enthusiasts

The Honda CR-Z has been with us for a few years now, launched in 2010 globally, and hitting the Philippine shores in late 2013.

 

The latest CR-Z has received an update which makes it look more modern and timely, being six years old or in human years, already a complete lifetime. The CR-Z is the successor to Honda’s famous CR-X, one of Honda’s most popular icons and a real hoot to drive around the track. It made its name in various race tracks in Japan and the US as a real giant slayer, trading raw power for excellent handling, thanks to its lightweight and double-wishbone suspension which gave the CR-X amazing grace under duress.

 

Tuners and the aftermarket have elevated the CR-X’s performance such that even Honda’s original engineers would be impressed.

 

The CR-Z is Honda’s third in line of gasoline-electric hybrid vehicles utilizing Honda’s proprietary IMA or Integrated Motor Assist. The total output of the combined gasoline/electric powerplant is a decent 130 horsepower and 190 Newton-meters of torque for the six-speed manual, with a slightly lower 173 Nm of torque for the CVT-equipped variant.

 

No screaming K20 here folks. In a sense, Honda went back to basics, which is the zero in the equation that is the CR-Z’s name. A return to the original recipe of lightweight, modest power and excellent handling.

 

Unfortunately, times have changed, and people want more power even if it means upsetting the balance of a car. Therein lies the CR-Z’s modest popularity with its target market.

 

For 2016, Honda revised the exterior with new front and rear bumpers that have a hint of aftermarket design, LED headlights and new wheels.

 

It has a 7.2-inch touch-screen infotainment system and navigation, plus the black interior with orange accents.

 

Honda Cars Philippines also rationalized the variants, and making the Mugen and Modulo parts as dealer-fit accessories.

 

The colors are also bolder and louder than before, and my test unit came in bright Helios Yellow with a gloss-black roof. Stylish indeed.

 

It’s also pretty safe. You get six airbags as standard, with ABS-EBD brakes and traction/stability control, although given its modest power, you’ll probably never need it. A reverse camera and electronic parking brake rounds out the major convenience items inside the CR-Z.

 

What no spec sheet or PR literature mentions is that the revised CR-Z feels far more quicker on its feet: It moves like a proper track-oriented Honda hatchback, and matched with the light but decently feelsome steering, makes it a joy on winding roads.

 

The suspension is suitably firm, and the brakes are more than enough to stop this screaming yellow hatch/coupe on your favorite twisting winding road.

 

Taken in a vacuum, the CR-Z is loads of fun. Objectively, it will face difficulty against Toyota’s 86 (and its Subaru BR-Z twin) as well as the upcoming Hyundai Veloster Turbo. Not all of them are exactly direct rivals, but their price points and the audience they are trying to appeal to are one and the same.

 

Despite all the high-tech that is Honda’s IMA hybrid system, the CR-Z feels like an honest car: It doesn’t mask its lack of power and isn’t shy about it.

 

A winding road or the track is really where the CR-Z shines. On my regular trips to Tagaytay, the CR-Z felt divine on winding roads, drenched with rain, with some sand, mud and wet leaves thrown in for good measure.

 

Conditions that will see your RWD car spinning out should you be ham-fisted or careless, or for mega horsepower turbocharged sleds to be understeering right onto the hedge.

 

The CR-Z felt cool, calm and composed. It’s the type of car that teaches you to be creative. You can’t rely on horsepower alone to overtake slower vehicles on road or track: You need perfect timing, knowing where to overtake, and when to do so. This I appreciate about the CR-Z.

 

Driving position is also spot-on: good alignment with your shoulders and the steering wheel, which adjust for reach and rake, and the seats can be set go-kart low, which for me, makes a big difference as I can better feel the car and how it’s constantly shifting its weight around.

 

Paddle shifters behind the steering wheel also give more control if you’re attacking your favorite mountain pass or on the track.

 

On the highway, the CR-Z is no slouch either. The firm suspension and low height makes it a slippery cruiser with minimal tire and wind noise.

 

I went to a private estate to test the CR-Z’s high-speed cruising abilities and found myself at 150 to 160 kph with relative ease.

 

Complaints? Well, the steering is too light and sensitive at times, especially at higher speeds, and the engine start/stop function can’t be deactivated anymore. The engine is a bit noisy especially on the highway, which were it not for the excellent sound system, can be tiring on long drives.

 

The Sport+ button, which gives extra oomph for five seconds, should instead give the CR-Z that much needed grunt for 20 seconds, much like how Porsche does it. Five seconds is practically a blink of an eye, whereas 20 is where things start getting fun and exciting.

 

The fuel tank is also quite small at 40 liters, so range is limited. I did get 9.4 km per liter in the city, but on the highway, I only managed a modest 12.5-13 kpl which seems surprising as a Honda Jazz or City, which costs significantly less, with a taller roof and ride height, can easily match and do better.

 

Having said all that, had I the extra funds and parking space, I wouldn’t mind getting my own CR-Z. The missus likes it a lot.

 

It’s a practical everyday performance car, and it doesn’t shout to attract attention like the Toyota 86/Subaru BR-Z, is decently fuel efficient in the city, and is a good tuning base should you decide to make it a project car, thanks to extensive aftermarket support.

 

The CR-Z teaches you about fine driving dynamics without being spoilt for power, focusing on finding a good rhythm and balance to get the most out of it. These are things which are essential to learn should you graduate to a faster, more powerful car in the future.

 

I can see my CR-Z with a lower, firmer suspension setup, some bolt-on performance parts, wider wheels and tires, perhaps a Mugen bodykit in that same Helios Yellow hue. It would be the perfect daily driver and weekend warrior type of car.

 

It’s not for everybody, and its appeal is especially limited in this diesel SUV/pickup/4×4 market now, but the CR-Z has its place among enthusiasts.