The latest Honda CR-Z is very much the direction that many carmakers will adopt to put exciting driving into hybrid motoring.
The option to do one’s bit for the environment with clean automotive power is spiced up with a sporty punch, as and when it’s required for some quick overtaking or for some gung-ho driving through the ‘windies’.
The manual transmission version of the car was actually launched in Malaysia weeks before we headed to Japan for the Tokyo Motor Show, and we were pleasantly surprised to learn that Honda had arranged for us to have a go at the CR-Z Hybrid with continuously variable transmission (CVT) transmission.
Our drive was from the Akasaka Prefecture in Tokyo to the Chuzenji Lake area, north of the city. It covered about 200km, taking in highways, secondary roads, and some 30km of sharply winding roads in the lake vicinity.
The Honda CR-Zs provided were six-speed CVT models with steering wheel paddle shifters.My initial impressions inside the car were from the back seat as a passenger.
It was a rather tight fit as the CR-Z is a 2+2, which means the rear seats are for kids below 10 at best.
Headroom, however, is surprisingly good all round for a three-door sportster.
We took over the driving after a highway rest stop some 50km later, selecting Normal mode for the CVT.
Although the speed limit on the highways was 80kph, as long as you flow with general traffic, it’s fine even if it means you are driving along at 110kph to 120kph!
Engine speed in Normal mode was about 2,500rpm in top “gear” at about 120kph. Selecting Econ mode would drop the engine speed by about 500rpm, while selecting Sport mode would turn the speedometer background lighting red and engine speed went up by 1,000rpm.
The engine also roared to life, although the decibels were well within tolerable limits with its smooth revving nature.
The CR-Z has a bigger displacement power unit over that in the Honda Insight, due to the longer stroke configuration to displace 1,497cc, against 1,399cc. Naturally, that means more horses too to complement the sporty overtones – 124PS at 6,000rpm and 174Nm from 1,000 to 1,500rpm (combined engine and electric motor outputs).
By comparison, the Insight engine trails significantly with 88PS at 5,800rpm and 121Nm at 4,500rpm.
It is also a heavier car at about 1,200kg to the CR-Z’s 1,160kg, giving the three-door Hybrid sportster a better power-to-weight ratio and hence, a more eager pace.
On highways, there was a fair bit of road rumble coming through but the wind noise around the door mirrors and front roof turbulence was minimal to make the ride pleasantly quiet.
Being a car with a sporty orientation, we could feel its tautness as we took to mild sweepers that tightened up a little midway through. Body roll was nicely controlled and the CR-Z felt right at home taking the sharply winding stretches.
We feel it wouldn’t lose out too much to the manual transmission CR-Z in sheer driving fun, especially with its sports-tuned suspension.
The unique road conditions on Japanese roads didn’t cramp our driving experience and we came away impressed enough with what the latest CR-Z has to offer.