2012 Honda CR-Z Reviews

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?What is it?The Wheels Car of the Year for one thing. Strange decision but perhaps not so strange after you drive the car  this thing ain't half bad.How much?Prices start at $34,990 for the Sport Manual, $37,290 for the Sport with CVT and $40,790 for the Luxury CVT. Our test vehicle was the entry level manual.What are competitors?None really. There are other hybrids, but not in this configuration, not with a manual and certainly not for this kind of price.What's under the bonnet?The CR-Z pairs a 1.5-litre i-VTEC engine and Honda's Integrated Motor Assist (IMA) system, delivering a combined power figure of 91kW with 174Nm of torque for the manual transmission and 167Nm for the CVT.How does it go?It's no red light racer, but there's enough mid-range poke to deliver a satisfying drive, particularly when combined with the car's excellent ride and handling dynamics. We like the option of running it in eco, normal or sport modes too (a mode for every occasion).Is it economical?It's a hybrid. It ought to be. Also gets auto start/stop. The manual gets a claimed 5.0 litres/100km. We were getting 7.7 after about 300km of mostly enthusiastic driving.Is it green?Gets 4.5 out of 5 stars from the Govt's Green Vehicle Guide. Prius sets the benchmark with five. The manual generates 118g/km of CO2 (slightly more than the auto).Is it safe?Full five stars for safety with electronic stability control, active headrests and six airbags to protect the occupants in the event of a crash.Is it comfortable?Yep. The seats are great and the cabin dynamics are first rate. Controls are separated into groups and are large and easy to use.What's it like to drive?Suprisingly fun. If you enjoy you're driving the manual is definitely the pick. Steers and handles well, with a really slick six speed gear change which will have you going back for more.Is it value for money?Cutting edge technology plus all the mod cons. Includes 16in alloys (195/55s), LED runners, climate air, bluetooth, iPod connectivity and rear parking sensors.Would we buy one?About the only drawback is lack of rear legroom which makes it a 2+2 rather than a true four-seat hatch. Not much luggage space either with the rear seat in place but it folds down. The big problem is that you could pick up a Civic Type R for around the same money which would be really hard to pass up.2012 Honda CRZ SportPrice:$34,990Warranty: 3 years, 100,000kmEngine: 1.5 litre, 4 cylinderTransmission: 6 speed, manual, front Wheel driveOutputs: 91kW/174NmThirst: 5.0/100Km

Hybrids have come a long way in a short time. Take Honda's petrol-electric CR-Z as an example.Honda has sold more than 800,000 hybrids since the first generation Insight was launched in Japan in November 1999, with 200,000 sold last year, a 30 per cent increase on 2010.The Insight was launched in Australia in 2001, making it the first petrol-electric hybrid sold here. Now we have the first bonafide hybrid sports car.There are three models to choose from: the $34,990 six-speed Sport manual, the $37,290 Sport CVT auto and the $40,790 Luxury CVT. Standard equipment includes six airbags, stability control, traction control, brake assist, 16-inch alloy wheels with a temporary spare, climate control, a multi-function display, a six-speaker single-CD audio with MP3, iPod and Bluetooth connections, auto stop and day lights.The Luxury adds paddle shifts, leather trim, heated front seats, sunroof, satellite navigation with traffic updates, a DVD player and Bluetooth.Like Honda's hybrid Insight and hybrid Civic, the CR-Z is petrol-powered with electric assist. It pairs a 1.5-litre engine with an electric motor to deliver a combined 91kW and 174Nm (167Nm in the automatic). While that might not sound exceptional, the two motors work remarkably well together, delivering strong punch from just 1000rpm.The petrol engine even sounds enthusiastic, revving eagerly to 6500rpm when prompted. Fuel consumption on the combined cycle is 5.0l/100km in the manual and 4.7l/100km in the CVT. On test the manual returned 5.4l/100km and the CVT 5.1l/100km, the manual, being taller geared, spinning at 2400rpm at 100km/h in top gear, about 500rpm less than the CVT.While not super fast, the CR-Z is quick and agile, helped by outstanding chassis dynamics, pin-sharp steering, a light weight and a slippery shape. With such taut handling, you don't expect the ride to be so good, but it soaks up bumps and broken edges without getting ruffled, due in part to the sensible sized tyres. The six-speed manual is a gem, with an ideal spread of ratios, a quick and slick gear shift and a progressive clutch. The optional constantly variable transmission is one of the best around, effectively masking much of the slurring characteristic of many CVTs and offering seven selectable shift points. Even the stop-start system when idling is one of the least intrusive available.There are three driving modes depending on the driver's mood and road conditions. Sport is for when you want to have a fling, Normal is for commuting and Econ is for helping to save the planet. In Normal, power delivery is smooth and surprisingly flexible, with the manual pulling easily from low speeds in the taller gears and loping along in hilly terrain.Selecting Econ softens throttle response and eases off the airconditioning. Pushing Sport brings an instant change, sharpening the throttle and the steering response and increasing the assistance from the electric motor.The savvy low-slung two-door hatch is a sports car, a cruiser and a fuel miser, all in one. It is the first hybrid to land here that is genuinely fun and engaging to drive and so well engineered that it has earned car-of-the-year awards in Britain, Japan and Australia.There are a few gripes. The split rear window distorts trailing traffic, rear vision to the sides is poor, tyre noise on coarse-chip surfaces is intrusive and the rear seat is a token gesture with next to zero leg room.

Will this car, Honda's second hybrid coupe, enrich your life or is the car doomed to be labelled a laboratory experiment?The answer may lie in the now obsolete Honda Insight of 2002 - an aerodynamic shell stretched over a hybrid powertrain with spartan trim and only two seats. It was too much for Australians - still rooted in big, airy cars with thumping engines - and died quietly a few years later.If we are now mature enough to accept a hybrid coupe "sports car'' then the CR-Z is a winner. If not, then it follows the original Insight into the nation's automotive gutter.Regardless, the CR-Z is a commendable effort. Honda did it where Toyota would never be so bold. It shows that sports and hybrid can live in the same sentence. For that reason alone, it's a car worthy of attention, perhaps even purchase.Not really value-for-money but it's difficult to compare apples with oranges, so the CR-Z faces potential rivals on price and - like a 1970s Citroen - quirkiness. As a hybrid it's a bit of a failure because today the colour green has more than three doors.Buy the sober, family-trained Civic Hybrid instead. As a "sports car'' it should have lots of grunt, especially given this faces off against the similarly-priced Golf GTI. It doesn't. But as a package, it's very well equipped with a host of features.The $40,790 Luxury tester is an automatic but you can save almost $6000 with the manual-gearbox Sport version that has a bit less kit.Love the front but as the walk-around progresses, the smile diminishes. Again, it has the flavour of the decade-old Insight coupe but messes up the old car's clean tail and aircraft-look side profile.Inside it's a scattergun of switches and a disagreeable collaboration of analogue and digital readouts. The dashtop is made of bits of hard plastic. But it's different.There are two seats in the back which are useless. The boot is smallish but typifies the coupe market. No, not a family car.Honda's hybrid drivetrain is unlike the Toyota system because there is no split between the 1.5-litre petrol engine and the electric motor. Both run together at all times. That makes life simple for the owner and ostensibly improves fuel economy because the motor assists a relatively small-bore engine.Reality is a bit different. Some ancillary services are electrically-drive - the steering assist for example - but that's about the limit of the car's unconventionality. The car's big batteries that power the electric motor are charged automatically by the engine and when the car is coasting or braking.Honda are pretty hot on safety and the CR-Z doesn't miss the bus. It's a five-star crash rated car and has - surprisingly - six airbags including head bags for whoever can fit in the back seat.There's also all the electronic safety aids, four-wheel disc brakes, a reverse camera and heated side mirrors. The spare is a space-saver.The driving position is certainly sporty. The leather seats wrap the body, the small-diameter steering wheel is perfectly placed and forward and side vision is adequate. But any desire to accelerate quickly is met by a noisy engine.Even tyre roar is noticeable. But it's quick-ish and feels firm on the road, so meets the basic sports-car parameters. Even corners show the handling is accurate, even if the electric steering takes some time to adjust.There are paddle shifters on the steering wheel to "manualise'' the CVT auto. The pre-emptive stop-start system works before you even stop at the red traffic light - weird - but even that didn't improve my average of 6.5 l/100km - a bit high given its technology - against the claimed 4.7 l/100km.Nice drive but two-person cabin, high price and stiff opposition with more conventional cars don't help its case. But a big elephant stamp to Honda for doing it.

It takes a lot to spark up the zombie shuffle of late night travellers in an airport arrivals zone. So when they come alive at the sight of the CR-Z pulling up, you know it's got truly attention-grabbing looks.Loading four small suitcases into the rear hatch proved that it also can take a fair arount of cargo -- as long as you only have one extra passenger.And that will always be the practical limit of this car, even when the laughable excuse for a rear seat is not folded down to increase luggage space.And don't be fooled by the Sport monicker. The manual Honda CR-Z is zippier than the automatic version, and it's a stylish, light city car with hybrid technology and good fuel economy. But a sports car it is not.The sharp tapers of the CR-Z body are those of a concept sketch come to life, and the lines deceptively hint at performance. It won't live up to that promise, but the futuristic style is head-turning.There are echoes of that in the interior -- when the three-dimensional instrument cluster lights up at night amid the black-on-black trim, the cabin could double as a spacepod cockpit. But daylight brings the reality of hard plastics that bounce glare back at you.The fronts seats are comfortable, but the rear ones almost non-existent -- which is just as well, because there's no leg or headroom back there either.Front seat storage is scant, but despite the luggage area floor being high to cover the spare tyre and battery pack, you get 225 litres of  capacity that grows to 400 with the back seat down.The 1.5-litre four-cylinder engine combines with the electric assist motor to deliver a total of 91kW/167Nm with the CVT automatic (which gets paddle shifters on the steering wheel) and 91kW/174Nm with the six-speed manual -- the first to arrive here on a hybrid system. The battery pack is the old tech nickel-metal hydride -- we'll hopefully start seeing the more efficient and lighter lithium-ion batteries soon, but both mainstream brands here, Honda and Toyota, say it won't be until the technology's price comes down.The three-mode drive system lets you toggle between fuel miser and touch of fun with Economy, Normal and Sport settings, which range from shutting down the petrol-sucking aircon to adjusting throttle reponse, while a stop-start system tips in to help muzzle the bowser bite.The Eco mode tries to encourage frugal driving by 'growing' little trees on the fuel-watch meter, and Honda says this sparked a spate of greener-than-thou rivalry on Facebook. Drivers of the CVT would have won, with fuel economy of 4.7L/100km and emissions of 11g/km CO2, while the manual comes in at 5L/100km and 118g/km.The manual CR-Z is $34,990 with climate-control aircon, six-speaker iPod/USB/MP3-compatible audio system, Bluetooth phone connection, cruise control, LED daytime running lamps, foglights and 16-in alloys. Adding $2300 more gets you the CVT automatic.Jump to $40,790 and you get the CVT drivetrain in Luxury spec. adding a panoramic glass roof, heated leather front seats, satnav with live traffic updates, reversing camera and audio streaming to the Bluetooth.The CR-Z's closest rivals for the elusive hybrid hatch buyer -- yet to appear in the numbers predicted by any brands -- have been the Toyota Prius and Lexus CT200h, both of them more expensive. And roomier. So is Honda's own hybrid Insight that comes in at $29,990.Now there's the newly-launched Prius C, which is considerably cheaper at $23,990 but again with more usable room despite being in the smaller car class.For buyers wanting to weigh up the CR-Z, it could come down to how much they're prepard to pay for style -- and in that category only the Lexus CT200h comes close as a hybrid.However the CR-Z also has to be positioned with other small city cars, so for buyers wanting a combination of style and economy at around that price, there's also the  Mini diesel, and the Audi A1 in both petrol and diesel.A solidly-built body is fitted with an equally solid equipment list: six airbags, stability and traction control, anti-skid brakes with brake assist for extra effort and brakeforce distribution to counter uneven loading, active front head restraints and hill-start assist (creep control in the auto). So a five-star ANCAP crash rating is no surprise.Like most hybrid systems, the electric motor tips in from the start and gives the engine extra low-rev kick off the line. But that flattens out once you get going and the engine takes over completely.The initial promise of performance fades, and you're left to mine spirit out of the system by digging in with the manual transmission. If you have the CVT, you just have to relax and manage your expectations.The stop-start system is impressive – smooth and unobtrusive, with no sign of the jerky reawakening other versions suffer. You can feel a green-tinged smugness every time it stops using fuel in faltering city traffic, but we’re not sure how much difference it makes to your fuel bill. The manual CR-Z has an official fuel figure of 5.0L/100km but we came home after extended mixed drives with 6.7L.While it gives a fairly compliant ride, the suspension is firm, and the steering is responsive and well-weighted – both of which added a sense of fun, but fell short of it feeling like a true sports car.The manual version is nippy enough to add some appeal to the style, and the automatic version is relaxed and comfortable enough to ungrit your teeth in traffic snarls. And both are good-looking enough to turn heads in traffic.

Petrol/electric hybrid cars have been on Australian roads since March 2001 when the Honda Insight was released.These early hybrids were very much the domain of government bureaucrats keen to show off their green credentials as they shuffled themselves around between meetings. The fact that taxpayers and ratepayers were footing the bill for the $15,000-plus extra cost above those of similarly-sized cars also helped.We often talk of cars that bring a smile to the face of the driving enthusiast. Well these early hybrids brought little more than a glum look. Later arrivals, from Honda, as well as Toyota and Lexus, added more charisma but not a great deal more performance.Then, in late 2011, came what could well be a turning point in the hybrid scene with the arrival of the all-new Honda CR-Z, billed as the world’s first hybrid sports coupe and a real surprise packet, not just to us but also to the ‘Wheels’ magazine judges who selected it as their 2011 Car of the Year.Styling of the Honda CR-Z is distinctive enough to attract quite a bit of attention from fellow road users. The rear glass roof and chopped off tail are reminiscent of the old Honda CR-X and the original Insight. However we were disappointed with the horizontal split panel arrangement of the rear windscreen which provides poor. Drivers who don’t adjust their door mirrors correctly could get themselves into strife.While CR-Z can seat four, the rear seats have minimal legroom when the front seats are well back and it’s best considered as a 2+2 with the rear seats only there for emergencies. Still, it is a sports coupe so being a 2+2 is barely a criticism.Front leg, shoulder and headroom are all fine. Luggage space, an issue with early hybrids because of the space required for the larger batteries of that era, is reasonable at 225 litres, expanding to 401 litres with the rear seatback folded, something again that hasn’t always been available in hybrids.Power for the Honda CR-Z comes from the combination of 1.5-litre i-VTEC petrol engine and Honda’s Integrated Motor Assist (IMA) electric system. Maximum power output for the combined petrol/electric system is 91 kW with peak torque of 174 Nm (manual) or 167 Nm (CVT). The latter are the important figures and would normally require a petrol engine of around 1.8 litres.Fuel consumption on the combined cycle Australian Standards test is 4.7 litres per 100km with the CVT and 5.0 L/100 km with the manual gearbox. CO2 emissions are measured at 118 grams per km (manual) and 111 g/km (CVT) with that fuel usage.On test our fuel consumption was 6.3 L/100 km, an impressive figure given that we made no real attempt at economy driving. Honda CR-Z has a three-mode drive system (Sport, Normal and Economy) which controls steering, throttle response and IMA assistance.‘Sport’ mode increases throttle and steering responsiveness and increases electric motor power assistance. ‘Economy’ mode tunes the system for optimal fuel economy including torque assist at low sepped. ‘Normal’ balances performance, economy and emissions to suit most driving conditions.Two CR-Z variants are offered – Sport and Luxury. Sport comes with a choice of six-speed manual and CVT while Luxury is CVT only.Standard features in both models include front, side and curtain airbags, ABS brakes with electronic brakeforce distribution and brake assist, stability and traction control, daytime running lights, led taillights, rain sensing windscreen wipers, climate control air conditioning, cruise control, fuel economy history gauge, leather-wrapped steering wheel, Bluetooth connectivity, steering wheel-mounted controls, USB and Auxiliary inputs and rear park assist.Honda CR-Z Luxury adds satellite navigation, reversing camera, panoramic glass roof, and leather-trimmed and heated front seats. Time will tell, but the clever little Honda CR-Z could just be the car that takes the petrol/electric hybrid to an all new class of buyer adding driving enjoyment to the fuel savings and low emissions that have been the primary purpose of hybrids until now.For the first six days of our recent test of the CR-Z CVT, we were restricted to daily commutes mixed with some freeway running, and we struggled to work out what the little Honda coupe was all about. It was competent and capable enough, with excellent fuel economy but with nothing in particular to lift it above the hybrid crowd.Then we took it for a drive along one of our favourite rural roads, one with plenty of hills and bends, and suddenly it all made sense. The little Honda skipped along with impressive agility, hugging the curves and remaining beautifully balanced throughout. As is often the case the small, high revving engine – something Honda mastered years ago – really added to our driving enjoyment.Torque is paramount for most driving enthusiasts and, as with all pure electric or petrol/electric vehicles, there’s plenty of it at low revs meaning that it can accelerate sharply from a standing start. Add the high revs that are characteristic of Honda engines and there’s plenty to enjoy.