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Shaped by the wind

In many ways, with a name like CR-Z, it was a given that the latest 2-door coupe Honda should look like the second generation CR-X from the late-80s. From the sharp and steeply raked nose, through to its sweeping roofline that comes to an immediate, vertical Kamm-tail. It is dramatic and it's a shape that has been shaped by aerodynamic principles - that's why the CR-X, first generation Insight and the CR-Z all look similar - there is almost no other shape that is will enclose an engine and two passengers within a compact 4metre long body-shape.

With a high chopped off tail, this of course necessitates a two-piece rear window, with a wing between the horizontal and vertical window sections - just like the second gen versions of the Honda Insight and Toyota Prius, and also the Chevrolet Volt. Visibility through a split window takes getting used to, but it seems to be the price for an aerodynamically-shaped car.

From the front, the CR-Z looks much more aggressive than CR-X or Insight, or any other Honda in the present line-up. Instead, the CR-Z has an Audi R8-like grille, from which all the key character lines seem to emerge from this key design feature.

Powered by the next-generation IMA

On paper, the chassis of the CR-Z is a shortened, but widened, version of the Insight. This means instead of double-wishbones all round, as in the Civic-derived CR-X, the CR-Z gets McPherson struts up front and a simple torsion beam for the rear.

In practice though, the CR-Z feels much more sophisticated than Insight. It is quite clear that while Honda was trying to cut cost with the Insight, more cost and effort was put into the CR-Z to get it riding and handling like a thorough-bred.

The most significant change is the uprated engine - since the first Civic Hybrid, Honda's hybrid IMA powerplant has always been a 1.3-litre unit derived from the Jazz's super-efficient i-DSi engine. For the CR-Z, this unit is stoked up from 1339cc to 1497cc, increasing the power output from 88bhp to a healthier 114bhp. Couple this to the additional 14kW put out by the new IMA electric motor and the CR-Z's combined output of 124bhp suddenly makes it a Mini Cooper (120bhp) rival! This certainly puts things into perspective, especially with its sleek two-seater coupe and agile chassis.

Indeed, it is when the "sport" mode that the CR-Z becomes a Mini Cooper, Citroen DS3, Volkswagen Scirocco and Peugeot RCZ rival. The on-board electronic brain unleashing the engine's full output, making sure the IMA comes on earlier to supply as much power and torque as possible. To enhance the driver's experience, the steering has had its assistance reduced and its engine's breathing optimised for extra power. It is in this mode that the CR-Z is most like its CR-X ancestor as an entertaining sporty little number.

An Interactive Display

On the inside, the dashboard is similar to that found on the Insight but is even more sporty and driver-centric. The digital speedometer has been moved down into the centre of the tachometer, which dominates the instrument panel. On the left and right are the various LED gauges, varying from the fuel gauge to the "assist" and "chrg" bar-chart to inform of the support the IMA is providing, and of course, there is a multi-functional trip computer display. It may sound complicated, but it all seems to make sense after a while. The switchgear and key buttons are placed seem to grow out the instrument, and are within easy reach of the steering wheel.

Complex as this display is, it becomes even more animated when the driver engages 'normal' or 'Econ' modes - this is when the ring around the digital speedo changes from green to blue green, to red, to encourage the driver to change up and drive more economically. Honda has quickly realized that in order for its hybrid cars to get the best fuel consumption figures, it is the driver that also needs to be trained to drive economically.

This is most obvious in 'Econ' mode - even before one has reached a comfortable speed in 1st gear, the orange change-up arrow comes on, quickly followed by the green light changing blue around the speedo. It's slightly stressful to be told when to change-up, but I guess that's part of being 'engaged' in the driving process. As the CR-Z is the first, and so far only, petrol-hybrid on the market with a manual gearbox, a slick, smooth-shifting 6-speeder - all the other hybrids have Continuously Variable Transmissions.

The CR-Z is quite convincingly transformed from a lusty, free-revving coupe in 'sport' mode, where the green/blue-green speedometer lighting is red and the change-up arrows are switched-off, to a parsimonious fuel-sipper in Econ mode with a constricted fuel supply and a sophisticated i-VTEC valve mechanism that actually deactivates the cylinders if they are not needed, saving even more fuel.

For the first time in a long time, I can truly say the CR-Z is two cars in one. As a stylish compact about-town-style-icon and Mini-alternative, the CR-Z in sport mode is very convincing. More importantly, it looks the part, with striking good looks and a fairly rich pedigree from the CR-X, the CR-Z is very convincing. While all the other petrol-hybrids are not particularly interesting as a driver's

Cars, usually set-up more to achieve outstanding fuel consumption than driving fun; the CR-Z is completely different. Firstly, there is manual-only 6-speed transmission, and the keenly set-up chassis and suspension. The build quality is also remarkably high, far exceeding my expectations - the way the door closes, for example, does so be a reassuring and solid "thud", just like a German car.

As an eco-friendly miser, the CR-Z is less certain of itself. While it does do its best to drive economically, and train the driver to drive as economically as possible, in truth is almost the lowly Insight that is the economy leader, according to Honda?s own figures. Plus the fact that it takes four adults, versus two adults and two very small kids, the Insight is more economical and fuel efficient per passenger.

This means those that wanted the CR-X back have got it in the new CR-Z, albeit with an electric motor instead of a 16-valve DOHC VTEC engine under the hood. In this mode it is a credible alternative to the Mini Cooper, Volkswagen Scirocco and Peugeot RCZ.

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