At 4,076 mm long, the CR-Z is compact but doesn’t try to fob you off with any token backseats that fit only hobbits or children’s toys. Instead there’s a lid covering two storage bins, ideal for hiding computers, CDs and sundries. Add the trunk and you have 710 L of cargo volume – more than enough to pack for a comfortable long weekend getaway for two. There’s also an included tonneau cover for the trunk to lead others not into temptation.
    2013 Honda CR-Z. Click image to enlarge |
Cooling a car takes a great deal of energy. The white exterior I had was arguably more environmental because it won’t attract sun, but the black interior and darkened windows sure did. Furthermore the cloth and black carpet show off any filth surprisingly well. Consider rubber all season floor mats, just $139.61 extra.
Cloth aside, the seats were comfortable and easy to adjust. Very sporty, they put you in action.
The inner design is smart without being flashy. The dials, buttons and screens all feel appropriately placed, each where it ought to be. The outer design actually is flashy – but tastefully so. The CR-Z looks like huge pill performing downward dog – very aerodynamic. Even the door handles are embedded for smoothness.
Beneath the hood, the CR-Z still contains a 1.5L, 16-valve SOHC iVTEC four-cylinder engine with Integrated Motor Assist, Honda’s hybrid technology. This tester’s drivetrain featured a continuously variable transmission (CVT) replacing the stick with paddles instead for manual shifting which was a bit of a shame.
Sure the CVT is efficient as hell and paddling truly enhances the thrill of the ride but, compared to stick, it’s a stick in the mud. Probably, I’m just old but it’s comforting to know that the six-speed manual transmission hasn’t gone away. In fact, it’s the least expensive way to get yourself into a 2013 CR-Z, costing $800 less than the automatic ‘upgrade’. This year’s engine attains 130 hp at 6,000 rpm. That’s eight more than the last year’s. Here’s another reason to choose the manual: this year’s engine emits 140 lb-ft of torque, up from 128, while the CVT-equipped motor has actually dropped by one.
It’s a small engine, but the CR-Z’s curb weight is only 1,229 kg with the heavier CVT. So it kicks up when you need it. Besides, for the true driving enthusiast, acceleration and speed rarely trump agility and cornering. The CR-Z has a turning diameter of just 10 m, providing quick escapes from city snarls when necessary, and a sporty suspension for a thrilling spinal massage during the trip.
   2013 Honda CR-Z. Click image to enlarge |
As mentioned above, there are three drive modes: Econ, Normal and Sport. Each is noticeably different. If you’re looking for that sweet spot between maximizing fuel economy and actually getting somewhere while enjoying the ride, here’s the logic: drive it in Normal in the city, then go to Econ on the highway and milk the cruise control. Sport is always a treat when you’re alone and want a bit of fun, or if you’re in a hurry.
Despite the CR-Z’s low centre of gravity – your ground clearance is just 143 mm – it has good sightlines, and that extended driver’s mirror helps. When I took it into the country it loved the kickback, glide and sway of gravel roads. It wouldn’t be your first choice in winter, but this was late June and a little touch of oversteer was worth the extra drops of gas.
