The hybrid people will want to drive

Honda says no and backs up its opinion with the CR-Z coupe, the hybrid that people without hemp sandals and a lentil-based diet will want to drive.

Honda has brought us a hybrid coupe before but the faintly futuristic and thoroughly odd first generation Honda Insight was a far, far cry from the CR-Z. If we dip a little deeper into the annals of Honda history, it’s possible to dredge-up a vehicle that’s far more in-touch with where this model is coming from. The CR-X was a fun-packed little sports car that captured the hearts of UK buyers in the 80s and carried more than a passing resemblance to the CR-Z of today.

With its compact dimensions, two-door layout and wedge-shaped profile, not to mention the distinctively flat rear end with split tailgate glass, the CR-Z looks for all the world like a CR-X for the modern era. Honda puts its hands up to the visual similarity and to at least some crossover in concept between the two cars. It’s pitching the CR-Z as a coupe that combines vibrant looks and thrilling handling with affordability and a real green conscience.

With similar ideas behind it, the CR-X can’t exactly have been on-message amid all that 1980s excess but the CR-Z sounds perfect for the times we’re in now.

The Honda Integrated Motor Assist (IMA) hybrid powertrain in the CR-Z is based around a 1.5-litre petrol engine with Honda’s free-revving i-VTEC variable valve timing technology and 112bhp. It’s assisted by a 14bhp electric motor and together they produce maximum power of 122bhp at 6,000rpm with 174Nm of torque at just 1,500rpm. The 0-60mph sprint takes just over 10 seconds and the top speed is 124mph, so this isn’t the fastest compact coupe around.

Where the CR-Z starts to get really clever is with its 3-Mode Drive System. This is basically a way of adapting the IMA hybrid technology according to the driver’s preferences. There are Sport, Normal and Economy modes that are selected through rocker switches adjacent to the steering wheel. They change the parameters of the IMA system, the throttle mapping and the power steering assistance to give greater performance or efficiency as required. In Sport mode, the electric more acts almost like a supercharger adding extra muscle under acceleration. The CR-Z is also unusual in that it matches its hybrid powertrain to a six-speed manual gearbox and anyone who’s driven a Civic Type-R or an S2000 will appreciate Honda’s record when it comes to great manual shifters.

The CR-Z is loosely based on the chassis and drivetrain of the current generation Honda Insight hybrid but with a series of significant changes designed to make it feel a long way removed from that straight-laced family car.

It’s shorter and lighter but with a wider track and a wheelbase that positions the wheels right out at the corners of the car for extra poise and balance. The suspension features aluminium components and damper settings aimed at achieving a firm ride that doesn’t become harsh over the bumps. Honda was intent on making this hybrid handle well.

The low, road-hugging looks of the CR-Z don’t lead you to expect a voluminous cabin but the car should be roomy enough for two. It’s being touted as a ‘2+2’ but as usual when that old chestnut is wheeled out by a manufacturer, the rear seats aren’t much use to full-grown adults. They work better with their backs folded down to increase the 225 litre boot to 410 litres.

The CR-Z sits you low down like a good coupe should and presents you with an array of instruments that could mhave been lifted out of a spaceship as imagined on a 1980s Sci-Fi show. Chunky controls are mounted within easy reach and displays with bold white fonts shine out from glossy black backgrounds. There’s a tactile Honda steering wheel and deeply sculpted door linings incorporating chrome pulls and storage bins.

The CR-Z appears to be priced affordably for a hybrid sports car but then, there aren’t too many models that meet that description at the moment. It’s available in three trim levels starting with S and extending upwards through Sport to GT. In line with the high-tech feel of the car, even the basic car gets features like heated mirrors, daytime running lights, climate control, Honda’s Vehicle Stability Assist technology and six airbags.

At the very top of the range, there’s a hands free telephone kit, a panoramic glass roof, xenon headlights, heated seats and full leather trim.

It’s likely that CR-Z customers will also be considering other cars of a small and sporty bent. Volkswagen’s Scirocco and Peugeot’s RC-Z are pricier alternatives while a Mazda MX-5, Renault Wind or any number of supermini-based hot hatchbacks could be had for broadly similar money. The Honda’s trump card in attracting buyers will be its hybrid technology and the resulting low running costs.

Despite its complex hybrid mechanicals which include a bank of nickel metal hydride batteries mounted beneath the boot floor, the CR-Z weighs in at just under 1,200kg. This relative lightness is a big aid to fuel economy and the official combined cycle economy is an impressive 56.5mpg with emissions of CO2 measured at 117g/km.

As well as assisting the petrol engine, the IMA system incorporates regenerative braking to charge the batteries using recaptured kinetic energy. Unlike in some hybrid cars, the braking is always done primarily by the CR-Z’s powerful hydraulic brakes with the regenerative braking system assisting. This means no reduction in stopping power or brake feel when the system is operating.

Since the first cars emerged that used a combination of petrol and electric power, they’ve been viewed as hybrids first and saloons, 4x4s or whatever else second. As a compact sports coupe that also happens to be a hybrid, the CR-Z represents an intriguing move by Honda that promises to push hybrid technology further towards mainstream acceptance.

The CR-Z is a livewire sportscar with sensible prices that uses an electric motor to make its brand of driving thrills yet more accessible through reduced running costs. We’ve not seen its like before but we may well see more of the same in the future