Honda Cars : Globe and Mail: Honda’s sport hybrid a precursor of future “sporty” cars | 2013 New Honda Car Reviews 0

BOB ENGLISH
Globe and Mail Update

Driving through a bend delicately balanced on the keening knife edge of tire adhesion is always a neat thing to do, whether in the latest Porsche Turbo S or something like Honda’s new “sport hybrid” CR-Z.

The only real differences are the vastly faster cornering speeds and g-force generated by Porsche’s prodigious grip, and their very intimate correlation with the pucker factor you experience and the consequences you hope you don’t.

Obviously the CR-Z, even with its little electric motor whirring away helpfully, can’t come close to matching the Porsche’s acceleration, or its comparatively tiny discs the massive stopping force of the German car’s brakes. Or the sheer thrill of driving something as truly potent.
But it turned out the CR-Z, which I had the unique opportunity to drive back-to-back with the Porsche on a track recently, has a nice enough balance of (adequate) power and (capable) handling to validate its “sporty” claim.

What I found most interesting was seeing it as a harbinger of the direction mainstream, lower order “sporty” cars – the kind most of us can afford – seem to be evolving in as more car makers explore adding a jolt of voltage to keep the performance spark bright as fossil fuels fade from the scene.

The trend to using hybrid and pure electric power systems to improve performance has already begun, of course. The recent Honda Accord hybrid, Lexus GS450h and BMW X6 hybrid and the Tesla sports car come to mind. And the pace seems to be amping up with high-end makes – Lotus, Mercedes-Benz, Ferrari, Audi and Porsche – revealing electrification projects in the past year. But Mitsubishi, Subaru and Mazda, among others, have also revealed they’re accelerating down this road.

The CR-Z isn’t Honda’s first save-the-planet two-seater sold here. That honour goes to the CR-X of the early 1980s, fondly remembered as a little pocket road rocket, but originally pitched as an econo-car. It was followed by the less fondly recalled early-1990s Del Sol.
Honda’s third two-seater was the Insight hybrid of 2000, the first modern hybrid sold in North America, which introduced the integrated motor assist system employed by the CR-Z, which tests the consumer waters in another hybrid niche.

Honda describes the $23,490 CR-Z as a driver-focused vehicle offering efficient and fun performance. If you include looking cool in the “driver-focused” element, then the CR-Z has half the equation handily covered with its stand-out-in-any-crowd exterior styling.

And the other half with an interior a cut above most others in the mid-$20,000 price range with its nifty bright-blue three-D instruments and pod-like protrusions from each side that put commonly used controls close to the driver’s hands. A two-tone colour treatment and nickel-like trim are also nice touches.

The only thing that might warrant serious criticism is the fact there are only two seats, which while emphasizing its sporty personality, limit its practicality, although you can cram a fair whack of stuff (711 litres) in the back.

Equipment includes automatic climate control, power mirrors, locks, etc., tilt/telescope wheel, audio system with all the appropriate places to plug things in and steering wheel controls, Bluetooth connectivity, stability control and a hill holder feature with the manual gearbox.

The 122 hp and 128 lb-ft of torque generated by its 1.5-litre, rev-y, gasoline-fuelled four-cylinder in combination with the Integrated Motor Assist hybrid system obviously isn’t a lot, but it only has 1,205 kg to propel. The manual gearbox version still takes a rather drawn-out 9.8 seconds to get to 100 km/h though, so don’t sit next to somebody at the light revving your engine.

Once under way, it feels lively enough if “Sport” is selected from the three-mode drive system, which kicks in the electric boost earlier and quickens up the electric steering. Normal and econo would seem redundant as fuel economy is pretty phenomenal in Sport and the other two settings dull down the driving experience.

Suspension is econo-car-conventional with MacPherson struts up front and a torsion beam axle under the back, with under-achieving 195/55R16 tires that deliver better mileage than stick and steering sharpness. Braking is fair, but a few laps on the track are all you can ask of them before they get a bit hot and bothered.

In reality, the CR-Z offers more a pretence of “performance” than the real thing, which might make it a precursor of the “sporty” cars we’ll be driving in the future.

Source;

http://www.theglobeandmail.com/globe-drive/new-cars/reviews/hondas-sport-hybrid-a-precursor-of-future-sporty-cars/article1873669/

Honda Cars : Honda’s Hot New Hybrid a Blast from the Past | 2013 New Honda Car Reviews 0

*Edit*
Here's a really good read on the new CR-Z by Jim Bray.... out of respect for Jim, I have just added the link, check it out, you'll find a well thought out article, all the best Jim!

http://canadafreepress.com/index.php/article/26815

Honda Cars : 2011 Honda CR-Z hybrid is a sporty eco-activist | 2013 New Honda Car Reviews 0

I've spoken to a few Honda people that have driven the CR-Z already and they were pleasantly surprised....
The CRZ has a far more aggressive stance than other gas-electrics on the market and shows off its road-hugging ability. (Don Kelsen, Los Angeles Times / June 28, 2010)

Cars typically force drivers to make a choice: sporty but piggish on fuel or efficient and underwhelming.

With its 2011 CR-Z, Honda Motor Co. is playing with a new concept. It's called responsible indulgence, and Honda's debuting the idea with a two-seat "sporty hybrid coupe" that's got some spunk but doesn't force drivers to check their environmental consciences at the door. Starting at $19,200, the CR-Z offers conservationist virtues and Kardashian curves on a Kmart budget.

The latest gas-electric powertrain from Honda is slightly larger than the one used in its slow-selling Insight hybrid. The CR-Z has 0.2 liters of additional displacement and twice as many valves on its inline four cylinders. As a result, its 1.5-liter i-VTEC engine and 10-kilowatt brushless electric motor are slightly less fuel efficient, rating 39 miles per gallon on the highway for the automatic and 37 mpg for the one I tested — a six-speed manual transmission, a first for a hybrid car.

Fuel economy varies, of course, depending on how a car is driven. In that arena the CR-Z provides options that go beyond the usual accelerator and brake-pedal inputs. The 3-mode drive system switches the balance of performance and fuel economy, letting drivers choose between the bridled torque of "econ," just-the-facts-ma'am "normal" and "sport," which is quite frisky for such a small engine.

Taking it on serpentine stretches of the historic Arroyo Seco Parkway (a.k.a. the 110 freeway near Pasadena), I was impressed with the CR-Z's handling in sport mode, and how well this little hybrid hugged the road.

The CR-Z never lets the driver forget its environmental mission. Each drive mode rings the tachometer in a different hue of neon light, kind of like a mood ring: green for economy, blue for normal and red for sport. When an up- or down-shift would help the car achieve better fuel economy, a light on the 3-D dash display in the manual version let me know. And if I didn't get the message while I was flooring it, the car's Eco Assist feature pointed it out in no uncertain terms. It actually assigned me an "eco" score that was presented with a botanical-themed graphic, rather than numbers. The more efficient my driving, the more "leaves" that appeared on the dashboard.

How'd I do? Uh, time to up my contribution to Carbonfund.org.

The CR-Z is primarily designed to appeal to the young and single — or anyone, really, who wants to roll lean and green. Part of what enabled Honda to keep the cost under $20,000 is the car's Integrated Motor Assist, a system that mounts the ultra-thin electric motor between the transmission and gasoline engine and metes the flow of electricity to and from the motor.

Design-wise, the CR-Z is quite the looker. Its teardrop body shape makes it clear the car is a hybrid, but it has a far more aggressive stance than the upstanding-citizen look of other gas-electrics on the market. Although the CR-Z looks similar to the Insight and other products in the Honda portfolio, it's related in the same way Khloe, Kim and Kourtney Kardashian look like sisters — only the CR-Z has the pedigree and the personality and the curvaceous, come-hither bod all rolled in to one.

Like the sport cars that provided its inspiration, the bonnet and, more importantly, the engine and motor beneath it are both situated low for a more sporty performance. The double spoiler is in the front to provide better aerodynamics. Overall, the CR-Z's profile is lean and low slung, and its seat will make drivers feel like trolls.

The driver's seat can be moved upward. It just has to be pumped by hand, and pumping it too much nearly cranked my cranium into the roof. Luckily, we're not living in the 1980s, because big hair would be squished.

There's no way to seat anyone in the back. Although the Japanese and European versions of the CR-Z have a rear seat, the American CR-Z is a two-seat coupe. At least it has a rear storage area. With the push of a button, the rear cargo "console," as Honda calls it, can be flattened, providing 25.1 cubic feet of space for the loads of dirty laundry single guys tend to haul home to their mothers, or a couple of pony kegs of beer, which will be unloaded at their apartment.

Although it has two seats, the CR-Z seems designed for solo driving. That's evident from the curvature of the car's controls, which are angled in toward the driver, almost cup-like. The shape not only beckoned me to become one with the CR-Z, but improved the ergonomics, making it easy to operate the 360-watt stereo and satellite-linked, voice-activated navigation system of the EX version I tested.

For such a low price, I was relieved Honda didn't cheap out the interior. The seats aren't leather, but the textiles and other touch points were soft, the color scheme a pleasing metallic and black.

My EX came with a manual transmission, but the automatic would have been my preference because manuals are a pain in L.A. traffic and the automatic's outfitted with paddle shifters. More fun. Less work.

Both versions offer far less fuel economy than the Toyota Prius, which has the best of any car currently on the market — 51 mpg city and 48 highway. That lands the CR-Z in the mpg and price realm of sporty mini- and sub-compacts like the BMW Mini and Honda Fit, market segments that are also gaining momentum and are likely to be competition for the CR-Z.

Overall, I wish the CR-Z felt a bit torquier and sportier, and that the fuel economy was more Prius-like, but the design and concept are both spectacular. I look forward to the CR-Z, generation two.

Source;
http://www.latimes.com/business/la-fi-car-review-20100729-56,0,2236112.story

Honda Cars : Report: There will be no 2011 Honda CR-Z Si or electric-version | 2013 New Honda Car Reviews 0

During a press conference held earlier this month for the 2011 Honda CR-Z, the Japanese automaker confirmed that there will be no Si version or an electric-version of the company’s new sporty hybrid hatch.

When asked whether Honda would be interested in doing a high-performance version of the CR-Z with an Si badge on it, Honda’s U.S. executive vice president of sales, John Mendel, said that there is “nothing official.” As for as an electric-version or electric-car segment as a whole Mendel said “I don’t think that there’s plans to make this vehicle a pure electric. I wouldn’t say that we believe that the pure EV or BEV will flop in the U.S. It depends upon the application. If you talk about longer charging times and limited range, it speaks to a different usage than a 150-miles-per-day commuter would require.”

Pricing for the 2011 Honda CR-Z will start under $20,000 when it goes on sale in August in the U.S. The hybrid hatchback will not qualify for federal tax-credit since Honda has already passed the 60,000 hybrid limit per car company.

Refresher: The 2011 Honda CR-Z is powered by a 1.5L i-VTEC mated to Honda’s Integrated Motor Assist hybrid system. It produces a total of 122-hp and a maximum torque of 128 lb-ft when mated to manual transmission (123 lb-ft for CVT models). Fuel-economy is estimated at 31/37 mpg (city/highway) for the manual model and 36/38 mpg for the CVT model. Sales begin in the second half of 2010.

Source;
http://www.egmcartech.com/2010/06/18/report-there-will-be-no-2011-honda-cr-z-si-or-electric-version/

Honda Cars : THE HONDA CR-Z SPORTY HYBRID COUPE | 2013 New Honda Car Reviews 0

Pure eye candy....this car is looking better and better the more I see it....
THE HONDA CR-Z SPORTY HYBRID COUPE

The Honda CR-Z is a unique new car, combining the advantages of a clean, efficient petrol electric hybrid powertrain with a 6-speed manual transmission and a stylish coupe body.

This exciting new coupe will change current perceptions of hybrids, with its driver-focussed, chassis and responsive 1.5-litre engine.

-All-new, sporty, aerodynamic, 2+2 coupe form
-Wide track, short wheelbase chassis for agile and responsive handling
-Unique 3-Mode Drive System to tailor steering, throttle response and IMA assistance to the driver's needs
-1.5-litre i-VTEC engine coupled to the Honda IMA parallel hybrid system with CO2 emissions of 117 g/km and 5.0 l/100km fuel economy in combined mode
-World's first 6-speed manual transmission combined with a hybrid drive train
-Driver focussed cockpit design with 3D gauges
-European market cars to be equipped with flexible 2+2 seating arrangement

INTRODUCTION

The CR-Z‘s exterior styling is formed around a "one-motion wedge" concept with a low bonnet line and wide stance giving the car a confident, athletic look. Signature Honda design features, such as the split level rear glass hatch and aerodynamic, shallow raked roofline have been referenced in the design of the sleek coupe and then combined with a curvaceous and deeply sculpted exterior form.

The overall power output of the engine and IMA system is 124 PS and a healthy 174 Nm of torque. The peak torque figure is identical to that of the 1.8-litre Civic and arrives at just 1500 rpm, a level where previously only turbocharged engines deliver their maximum. Even with torque levels directly comparable with a Civic, the CR-Z emits 35 g/km** less CO2 than its conventionally powered cousin. Other harmful exhaust emissions are also very low and the Nickel Metal Hydride battery pack can be recycled through Honda dealers, at the end of the vehicle's life.

For the first time, a fuel efficient, low emission parallel hybrid system is combined with an ultra precise 6-speed manual gearbox. The manual gearbox is a core part of the driver engagement Honda's engineers wanted to bring to the CR-Z model. The flexibility of Honda's unique IMA parallel hybrid system allows it to be used with a range of transmissions, not just CVT-based gearboxes.

The manual transmission is complemented by a 1.5-litre 4-cylinder i-VTEC engine, which is new to Europe and is a key component in the CR-Z's unique character. This powerful, yet efficient engine is based on the engine fitted to some non-European versions of the Jazz. The eager to rev nature of the medium capacity engine, is enhanced by the additional 78 Nm of torque provided by the 14 PS electric motor, which is situated between the engine and clutch. The electric motor boosts torque at low and medium revs, which gives the CR-Z in-gear flexibility more usually associated with turbocharged engines.

To maximise driver choice and enhance the day to day driveability of the car, the CR-Z is fitted with a 3-Mode Drive System. This unique feature allows the driver to choose between three driving modes, which alter the responses of the throttle, steering, climate control and the level of assistance provided by the IMA system. In developing this new facility, Honda allows the driver to adapt the car's settings to enjoy their favourite road, maximise economy, or strike a balance between the two.

Sport buttons have become commonplace, usually offering a sharper throttle response, but Honda's 3-Mode Drive System is different. The new system alters the behaviour of the hybrid drivetrain and the power steering assistance as well as the throttle mapping between the three modes.

When the CR-Z driver is away from the town or city and wanting to enjoy the open road, they can put the car into SPORT mode. This sharpens the throttle response, changes the behaviour of the IMA hybrid system to provide more electric motor assistance and increases the weight of the electric power steering.

Honda recognises that even the most enthusiastic driver may regularly experience heavy traffic, where maximising fuel economy is more desirable than the perfect line through a corner. In these situations ECON mode can be selected, which prioritises fuel economy in the operation of the drive-by-wire throttle, ECU, air conditioning and the hybrid system. For those times when spirited driving is not possible or desirable, the Eco Assist function, in conjunction with the ECON mode, allows the driver to enjoy beating their best economy score on the way to work, or in heavy traffic.

At all times the car can be run in NORMAL mode, which provides a balance between performance, economy and emissions and suits most driving situations. The ambient lighting of the speedometer is used in the same way as in the Insight to guide the driver in driving more economically and ecologically. In addition to the Eco Assist function, the CR-Z's meter lighting is linked to the 3-mode drive system. In NORMAL mode and ECON mode the speedometer is illuminated blue, glowing green when driven economically. In ECON mode it has a green eco flower lit in the mode indicator. When the speedometer is illuminated in a red ambient light, this indicates the CR-Z is in SPORT mode.

Careful consideration was given to exhaust design to ensure that as well as being efficient, the CR-Z is a car that encourages the enthusiastic driver and sounds quite unlike any previous compact hybrid. Other components including engine mounts and sound deadening were tuned to ensure that the sporting elements of the exhaust were heard by the driver, but less desirable noises often associated with sports exhausts were attenuated. The exterior design of CR-Z deliberately evokes the iconic style of the 1980s CR-X, which was originally developed to provide a small, stylish car that could achieve spectacular economy. Signature features of the CR-X, like the split level rear glass hatch and low shallow raked roofline have been referenced in the design of the sleek coupe and then combined with a curvaceous and deeply sculpted exterior form.

The shallow raked roofline and sharply truncated tail of the CR-Z is a feature shared with many Hondas past and present, including the CR-X, 1999 Insight and the FCX Clarity. All of these cars have been designed to cut through the air with minimal disturbance, reducing drag to lower fuel consumption and emissions. The CR-Zs headlights are accented with LED day time running lights, which are positioned in the lower section of the front lights. This is the first time LED running lights have been applied to the front of any production Honda car and help to emphasise the wide sporting stance of the new hybrid coupe.

The interior of the production car has been influenced by the cabin of the 2007 Tokyo Motor Show CR-Z Concept, especially the 3D speedometer and driver focussed cabin. The high-technology instrument binnacle places all of the commonly used controls close to the driver's hands, allowing full concentration on driving at all times.

For the rest of the article, follow the link;
http://www.hondanews.eu/en/news/index.pmode/modul,detail,0,1461-DEFAULT,21,text,1/index.pmode

Honda Cars : Edmunds.com Review: 2011 Honda CR-Z First Drive | 2013 New Honda Car Reviews 0

A Tesla Roadster at a Honda Price
By Peter Nunn, Contributor Published Mar 17, 2010
Finally the 2011 Honda CR-Z has come down off the stand at the auto shows and it's sitting right here on the asphalt on Naruto Skyline, a mountain road down the spine of Shikoku, the smallest of the main islands of Japan. We've been waiting to get behind the wheel of this car since the concept first appeared at the 2007 Tokyo Motor Show, and now we're getting our chance.

Already there's plenty of hype building for the car's introduction to the U.S. late this summer, as American Honda has already built a Web site to promote the car's arrival. But this is the real car in front of us, ready to be released into the Japanese market, and Honda officials tell us that the American version won't be much different.

The 2011 Honda CR-Z asks a lot of questions. The recession has dramatically affected Honda's adventurous engineering spirit, and the company has had to sell its Formula 1 team, cancel the development of its new front-engine replacement for the Acura NSX and end the sale of the Honda S2000 in America. Does this company still have the imaginative engineering that makes it so different?

The Honda CR-Z is certainly a different kind of car. A hybrid can be a lot of things. Clean, clever and fuel-efficient, without a doubt, and a poster child for a forthcoming generation of sensible cars. But fun?

Smart Car
Honda has been working hard to make sure that the 2011 Honda CR-Z makes us remember the Honda CR-X, its two-passenger coupe built from 1983-'91. Just as with the CR-X, the mission here has been to build a small, smart, eco-friendly coupe for the modern era. Lightness and efficiency are the key attributes, because the combination of 122 horsepower and a curb weight north of 2,550 pounds tells you the CR-Z is not going to be blowing too many doors off a Bugatti Veyron any time soon.

Here on the Naruto Skyline, the CR-Z defies its critics in cyberspace, who have been quick to dismiss the idea of the first hybrid with a six-speed manual transmission. It proves surprisingly taut, sporty, agile and entertaining as it tackles the twists and turns of the Shikoku roads.

Of course, it's a totally different car from the CR-X coupe. That is to say, it's not some kind of cut-down Honda Civic coupe with a manic 1.6-liter VTEC twin-cam engine screaming its way to an 8,000-rpm redline. Nor is it a redo of the original Honda Insight, the slippery 1.0-liter hybrid coupe that Honda launched back in 1999 as the first hybrid to go on sale in the U.S.

Fact is, the 2011 Honda CR-Z falls somewhere between the two — both in terms of design and in the amount of performance on offer. Honda believes that this is the right combination to build a network of CR-Z enthusiasts from Mini-type buyers who like the idea of a smart premium-style compact, only with the green image that a hybrid conveys.

The CR-Z is like a Tesla Roadster, but without the $109,000 price tag.

Hybrid CAFE Racer
While the CR-Z is loosely based on the current four-door Honda Insight sedan, you'll be cheered to know that the Honda engineers have massively improved the formula by shortening the wheelbase, widening the front and rear track and making the structure far more rigid.

The car measures 160.6 inches from end to end, 68.5 inches wide and only 54.9 inches to the tip of its antenna. The wheelbase is 95.8 inches, some 4.6 inches shorter than the Insight, and the CR-Z retains the suspension of the Insight platform with front MacPherson struts and a rear torsion-beam setup. The bad news is, Honda claims only a 97-pound reduction in weight from the Insight sedan.

Once you pull open the somewhat heavy door, a novel interior design awaits, a kind of cost-conscious, Honda-type attempt to deliver the arty style of a Mini or Fiat 500. The low-set driving position is just what you want in a performance car, and the pedals and shift lever feel perfectly placed. The sport seat offers fine all-around support and looks good. The instrument panel is a busy mass of buttons, lights and switches, but there are cool touches like the usual entertaining display of power flow through the internal combustion engine and hybrid system.

Don't look back, though, because rear vision is badly hampered by that dramatic, sloping roof line, especially into the blind spots over your shoulders. In Japan, the CR-Z comes as a 2+2 with kid-size jump seats behind you, but the new small Honda will be strictly a two-passenger vehicle in the U.S.

It's the Power
The DOHC 1,496cc inline-4 with i-VTEC variable valve timing and lift comes from the Honda Fit, and it delivers 111 hp at 6,000 rpm and 106 pound-feet of torque at 4,800 rpm. It's matched up with a six-speed manual transmission with ratios selected from the European Civic.

Just like the Insight, the 2011 Honda CR-Z features a parallel hybrid system with an electric motor powered by nickel-metal hydride batteries. The motor is rated by Honda at 13 hp, and some complicated calculations by the engineers (don't ask) lead Honda to rate the combined output of the CR-Z's powertrain at 122 hp at 6,000 rpm and 128 pound-feet of torque at 1,000-1,500 rpm (123 pound-feet when equipped with the optional CVT).

The CR-Z adds sport to the hybrid system with a three-mode drive system. Three backlit buttons on the dash give you the choice of Economy, Normal or Sport, and the inner ring of the tachometer is illuminated in green, blue or red to match. Each mode offers a different combination of throttle response, steering effort, idle-stop time and power from the hybrid system.

It's Alive!
Once you bring the engine to life, you'll recognize the uninspiring clatter. But when you select a gear from the six-speed manual, your frame of reference shifts along with the gears, as this tight, precise, short-throw linkage makes you think of the CR-X.

From the first, the CR-Z's chassis also feels infinitely better than you expect, far better damped than the Insight and with an incisive feel to the way it responds to the steering. The front struts have forged-aluminum lower control arms to reduce unsprung weight, while the compact, H-shape torsion beam in the rear (which helps make it possible to package the batteries unobtrusively) doesn't feel like a handicap.

And in the cut and thrust of driving — both in the city and on back roads — the 2011 Honda CR-Z feels sharp and punchy. Put that down to the extra push (in the way of torque) provided by the electric motor. In the Honda hybrid style, the electric motor is more than just a device to make it possible to stop and start the 1.5-liter engine at stoplights or propel the car silently across parking lots. Instead the motor delivers a maximum of 42 lb-ft of torque just as the 1.5-liter gas engine is getting into its stride. As a result, the CR-Z's powertrain has a sweet spot between 1,000 and 5,000 rpm on the tachometer, a smooth, seamless blend of power that gives the CR-Z a zest you don't expect.

On the highway, the CR-Z cruises easily at 80 mph, the sportified suspension giving a firm but not harsh ride. Up over the Naruto Skyline, the CR-Z uses its quick-ratio electric-assist steering, tight front suspension calibration and wide 195/55R16 Bridgestone Potenza RE050A tires on special lightweight wheels to turn into corners well and neatly stay on line. There's good consistency to the steering feel and the CR-Z seems entirely predictable and linear in the way it behaves.

We also tried the 2011 Honda CR-Z with its optional continuously variable transmission (CVT), and even with the slightly detuned engine (111 hp; 106 lb-ft of torque) required in this configuration, the car still accelerates briskly and smoothly.

Three Modes of Go
Gearheads, now look away.

This Fit-based 1.5 is no sports-car engine and starts to get loud at around 5,000 rpm. Keep the hammer down and all too soon you find the engine stuttering as it hits the ignition cutout at 6,500 rpm. Worked hard, the engine sounds flat and hard — not exciting at all. And when you're on the limit rather than just pushing along, the CR-Z gives in to soggy, plowing understeer, and the body rolls over in distress. And a few hot runs up and down the hills soon had the brakes smoking. Yikes.

There is, meantime, a big difference if you choose the Sport button over Economy. Throttle response is massively sharper in Sport (as it should be) and the Honda feels as if it's suddenly gained an extra 50 hp. But remember, on the hybrid side, there is no EV mode in Economy as such, and the CR-Z doesn't run in silent, zero-emissions mode like a Prius.

As far as fuel economy is concerned, American Honda tells us that we can expect the six-speed CR-Z to record 31 mpg city/37 mpg highway, while the CVT-equipped CR-Z will return 36 mpg city/38 mpg highway.

Is This a CR-X or Not?
So what to make of the 2011 Honda CR-Z? Honda says CR-Z stands for "Compact Renaissance Zero," a phrase meant to capture Honda's commitment to go back to the point of origin (zero) to take on the challenge of creating a new kind of compact car, one not bound by the values expressed by traditional coupes.

Down in Shikoku, the CR-Z proved that while it's not a machine to have the Nissan GT-R running for cover, it does have its own kind of sophisticated green-tinged driver appeal. Up to a pretty high level, it works, and that's pretty much all the CR-X offered us, however much we have romanticized the car in the past two decades.

At a price of between $25,000 and $27,600 in Tokyo, the Honda CR-Z is fairly expensive, but early orders have still been flooding in. Come late summer, will Honda's formula with the CR-Z click with Americans?

Source;
http://www.insideline.com/honda/cr-z/2011/2011-honda-cr-z-first-drive.html

Honda Cars : Honda CEO, Mr. Takanobu Ito, speaks at Geneva Motorshow 2010 | 2013 New Honda Car Reviews 0

Good morning, Ladies and Gentlemen. I am very pleased to join you today at the Geneva Motorshow. I would like to talk about Honda's vision of the future, by linking it to our past.

Honda began life more than 60 years ago as a maker of motorcycles. But we weren't strictly a motorcycle company. In the post-war era, the people of Japan needed basic mobility. And the first product Soichiro Honda created was a bicycle equipped with a small engine.

From that humble beginning, we now offer many different products to meet the needs of our customers: Cars... Motorcycles... Lawnmowers... Marine Engines...

One of our smallest creations is the U3-X, the omni-directional electric monocycle you have just seen. And the largest one is also our fastest... the HondaJet.

While the products have changed, our fundamental goal as a company has remained the same for the last 60 years and beyond. We will continue to supply mobility products that offer our customers fun and convenience. And to achieve this, we must create mobility that also meets society's green needs ... with a dramatic reduction of CO2 emissions.

FCX Clarity and SHS

On your right is the car of the future made today. FCX Clarity runs on electricity generated onboard by the reaction of hydrogen in the tank and oxygen in the air. It emits only water, and has a driving range of 460 kilometres. We believe that fuel cell electric vehicles are the ultimate solution to reduce CO2 emissions. We welcome the question - "Where will you get the Hydrogen?" In fact, Honda is leading the way in developing new technologies for hydrogen refuelling.

Recently, we developed a very compact solar hydrogen station. By creating a new high differential pressure electrolyser, Honda engineers were able to completely eliminate the compressor. This new system is 25 % more efficient, and is compact enough to be used in the home. So, my answer to the question is, "why not produce hydrogen in your home?"

3R-C and EV-N
On your left are 2 Honda design studies for zero-emission city commuter cars. Congested city traffic is one of the leading causes of vehicle emissions. We must make city transport cleaner. EV-N is a design study of the smallest city car that is capable of accommodating 4 people. 3R-C is another design study for city commuters with 3 wheels for one driver. Both are intended to be driven by electric motors.

Hybrid Expansion

In the days ahead, we will further expand our hybrid line-up. Hybrid is the most important and effective technology to cut CO2 emissions today. The Jazz hybrid will be introduced in Europe early next year. So, with Civic Hybrid, Insight, the new sporty CR-Z, and soon Jazz Hybrid, Honda aims to maximise the fuel efficiency of mobility today ...while we work towards the goal of zero-emission mobility for tomorrow.

CR-Z
And now, it is my pleasure to introduce to you the latest hybrid model from Honda... CR-Z. This unique car combines a hybrid system with a 6-speed manual transmission, in a dynamic coupé styling. It is for people who seek new values in a car. For people who want fun-to-drive spirit and lower CO2 emissions.

In the late 80s, I was in charge of body development for the Honda NSX, the world's first all aluminium, mass production sports car. Our challenge was to build a car with all-aluminium construction to improve both efficiency and dynamics. With the CR-Z, the challenge of our engineers was still to create a car with great dynamics and fuel efficiency.

CR-Z is a new kind of hybrid. Of course, it is a hybrid car that uses petrol and electricity. But more than that, it is a hybrid of a sporty car and an eco car. Given the different driving characteristics offered by the 3-mode drive system, once you are behind the wheel, you can choose sporty driving or eco driving ...at your will.

I am proud to present to you the CR-Z... a new hybrid that offers both fun and fuel efficiency in one dynamic package!

Thank you for your attention.

Source;

http://www.hondanews.eu/en/news/index.pmode/modul,detail,0,1444-DEFAULT,21,text,1/index.pmode

Honda Cars : Honda at the Geneva Motor Show 2010 | 2013 New Honda Car Reviews 0

HONDA SHOWCASES ZERO EMISSION EXPERTISE WITH 3R-C AND EV-N CONCEPTS
Honda has unveiled two battery electric urban concept cars at Geneva, the stylish EV-N and the three-wheeled 3R-C, which envisions a single occupant vehicle for zero emission commuting. The radical concepts draw on Honda’s expertise in zero and ultra low emission technologies to show two urban vehicles with no harmful tailpipe emissions.

Both, EV-N and 3R-C, build on Honda's vast working knowledge of battery electric vehicles, hybrid electric vehicles and fuel cell electric vehicles. Honda began producing the battery electric vehicle EV Plus in 1996 with the vehicles being leased to selected customers in the US. Since 1999 Honda has been selling petrol electric hybrid cars and in 2008 introduced the world's first production fuel cell electric vehicle, the FCX Clarity.

All of these vehicles utilize electric motors for propulsion and batteries to store power and it is this real-world production experience that Honda is bringing to its latest concept models. Honda's FCX Clarity fuel cell electric vehicle uses a Lithium ion battery to store the energy from regenerative braking and Honda is currently enhancing its expertise in this area. Last-year a deal was signed with GS Yuasa to build a joint venture battery plant to produce Lithium ion battery packs for future Honda vehicles.

EV-N
The EV-N is a battery electric vehicle study, which evokes the spirit of the diminutive 1967 N360 city car. Honda designers have incorporated Honda's own solar panels in to the roof of the concept, to charge the car while it is parked. Two of Honda's U3-X, electric personal mobility devices are attached to the inside of each door. The two-door Concept is envisioned with a Lithium ion battery pack, and small electric motor for predominantly urban use.

The EV-N concept's four-seat interior makes use of the compact dimensions of the battery electric drivetrain, to maximise space and utility, without increasing the vehicles dimensions. The seats of the car have been produced in a mesh finish, which is both very light and easy to change, to make it easy to change the colour and style of the interior, quickly and easily. The interior has been designed in a deliberately minimal style, to reduce the weight of the vehicle, increasing range and performance.

3R-C
This revolutionary three wheeled battery electric vehicle concept shows what a future minimal urban transport vehicle for one person might look like. The battery electric drivetrain, is mounted low in the three wheeled chassis, therefore keeping the center of gravity low and thus improving stability.

The 3R-C has a clear canopy that covers the driver's seat while it is parked and not in use. When the three wheel vehicle is in motion, the canopy becomes an enveloping wind-shield that provides the pilot, who sits low in the chassis, with significant protection.

The high sides of the safety shell seat give greater safety to the occupant, reducing the threat from side impacts and improving weather protection. In front of the driver is a lockable boot area, which gives significant secure storage for luggage or other items. The 3R-C's designers created a flexible cover that surrounds the upper torso to reduce exposure to bad weather and improving comfort.

The Honda CR-Z sporty hybrid coupe
The European version of the Honda CR-Z makes its debut at the 2010 Geneva International Motor Show. The European version features a 2+2* cabin layout, bespoke LED accented headlights and is only available with a 6-speed manual gearbox. The CR-Z is a unique new car, combining the advantages of a clean, efficient petrol electric hybrid powertrain with a manual transmission and a stylish coupe body. This exciting new coupe will change current perceptions of hybrids, with its engaging chassis and responsive IMA hybrid system.

•All-new, sporty, aerodynamic, 2+2* coupe form
•Wide track, short wheelbase chassis for agile and responsive handling
•Unique 3-Mode Drive System to tailor steering, throttle response and IMA assistance to the driver's needs
•1.5-liter i-VTEC engine coupled to the Honda IMA parallel hybrid system with CO2 emissions of 117 g/km** and 5.0 l/100km fuel economy in combined mode**
•World's first 6-speed manual transmission combined with a hybrid drive train
•Driver focussed cockpit design with 3D instruments
•European market cars to be equipped with flexible 2+2* seating arrangement

The CR-Z‘s exterior styling is formed around a "one-motion wedge" concept with a low bonnet line and wide stance giving the car a confident, athletic look. Signature Honda design features, such as the split level rear glass hatch and aerodynamic, shallow raked roofline have been referenced in the design of the sleek coupe and then combined with a curvaceous and deeply sculpted exterior form.

The overall power output of the engine and IMA system is 124 PS and a healthy 174 Nm of torque. The peak torque figure is identical to that of the 1.8-liter Civic and arrives at just 1500 rpm, a level where previously only turbocharged engines deliver their maximum. Even with torque levels directly comparable with a Civic, the CR-Z emits 35 g/km** less CO2 than its conventionally powered cousin. Other harmful exhaust emissions are also very low and the Nickel Metal Hydride battery pack can be recycled through Honda dealers, at the end of the vehicle's life.

For the first time, a fuel efficient, low emission parallel hybrid system is combined with an ultra precise 6-speed manual gearbox. The manual gearbox is a core part of the driver engagement Honda's engineers wanted to bring to the CR-Z model. The flexibility of Honda's unique IMA parallel hybrid system allows it to be used with a range of transmissions, not just CVT-based gearboxes.

The manual transmission is complemented by a 1.5-liter 4-cylinder engine, which is new to Europe and is a key component in the CR-Z's unique character. This powerful, yet efficient engine is based on the engine found in the Brazilian version of the Jazz. The eager to rev nature of the medium capacity engine, is enhanced by the additional 78 Nm of torque provided by the 14 PS electric motor, which is situated between the engine and transmission. The electric motor boosts torque at low and medium revs, which gives the CR-Z in-gear flexibility more usually associated with turbocharged engines.

To maximize driver choice and enhance the day to day driveability of the car, the CR-Z is fitted with a 3-Mode Drive System. This unique feature allows the driver to choose between three driving modes, which alter the responses of the throttle, steering, idle stop timing, climate control and the level of assistance provided by the IMA system. In developing this new facility, Honda allows the driver to adapt the car's settings to enjoy their favourite road, maximise economy, or strike a balance between the two.

Sport buttons have become commonplace, usually offering a sharper throttle response, but Honda's 3-Mode Drive System is different. The new system alters the behaviour of the hybrid drivetrain and the power steering assistance as well as the throttle mapping between the three modes.

When the CR-Z driver is away from the town or city and wanting to enjoy the open road, they can put the car into SPORT mode. This sharpens the throttle response, changes the behaviour of the IMA hybrid system to provide more electric motor assistance and increases the weight of the electric power steering.

Honda recognizes that even the most enthusiastic driver may regularly experience heavy traffic, where maximizing fuel economy is more desirable than the perfect line through a corner. In these situations ECON mode can be selected, which prioritises fuel economy in the operation of the drive-by-wire throttle, ECU, air conditioning and the hybrid system. For those times when spirited driving is not possible or desirable, the Eco Assist function, in conjunction with the ECON mode, allows the driver to enjoy beating their best economy score on the way to work, or in heavy traffic.

At all other times the car can be run in NORMAL mode, which provides a balance between performance, economy and emissions and suits most driving situations.

The ambient lighting of the speedometer is used in the same way as in the Insight to guide the driver in driving more economically and ecologically. In addition to the Eco Assist function, the CR-Z's meter lighting is linked to the 3-mode drive system. In NORMAL mode the speedometer is illuminated blue, in ECON mode it is also blue (glowing green when driven economically) and it has a green eco flower lit alongside and when the speedometer is illuminated in a red ambient light, this indicates the CR-Z is in SPORT mode.

Careful consideration was given to exhaust design to ensure that as well as being efficient, the CR-Z is a car that encourages the enthusiastic driver and sounds quite unlike any previous compact hybrid. Other components including engine mounts and sound deadening were tuned to ensure that the sporting elements of the exhaust were heard by the driver, but less desirable noises often associated with sports exhausts were attenuated.

The exterior design of CR-Z deliberately evokes the iconic style of the 1980s CR-X, which was originally developed to provide a small, stylish car that could achieve spectacular economy. Signature features of the CR-X, like the split level rear glass hatch and low shallow raked roofline have been referenced in the design of the sleek coupe and then combined with a curvaceous and deeply sculpted exterior form.

The shallow raked roofline and sharply truncated tail of the CR-Z is a key Honda design feature shared with many models past and present. All of these cars have been designed to cut through the air with minimal disturbance, reducing drag to lower fuel consumption and emissions. The CR-Z's blue tinted headlights are accented with LED daytime running lights, positioned in the lower section of the front lights. This is the first time LED daytime running lights have been applied to the front of any production Honda car and help to emphasize the wide sporting stance of the new hybrid coupe.

The interior of the production car has been developed from the 2007 Tokyo Motor Show CR-Z Concept, with its 3D displays and driver focussed cabin. The high-technology instrument binnacle places all of the commonly used controls close to the driver's hands, allowing full concentration on driving at all times.

The dashboard of the new coupe has a complex two-level construction, with a dark upper portion appearing to float above a light grey lower dash section, which continues into the center of the inner door panels.

Equipment levels on the CR-Z are generous with all grades benefitting from six airbags, active headrests, Vehicle Stability Assist and Hill Start Assist. All CR-Zs will also come fitted with Climate Control, 6-speaker CD player, USB iPod® link and an engine start button. Middle and top grades benefit from leather seats, steering wheel audio controls and alloy pedals. Top grades gain Bluetooth® Hands Free Telephone controls, Cruise Control, Panoramic Glass Roof, HID lights and 240W high power audio system - including a boot mounted sub-woofer.

The stylish interior has a 2+2* layout, opening up the possibility of carrying smaller adults for short distances or children on longer journeys. The one-touch motion folding rear seats open up a flat floored cargo area, that gives a surprising 400 liters of cargo space, comparable to a C-segment hatchback. The flexible luggage area also has an under-boot area of 19 liters to stow additional cargo, or store items out of sight.

The chassis was an important factor in the development of the new car, with driver enjoyment being a core part of the design brief. The platform shares some components with the Jazz and Insight models, but the wheelbase, track width and set-up are all unique to the new hybrid. Overall the CR-Z has a 115 mm shorter wheelbase and is 295 mm shorter in overall length than the Insight, enhancing agility and reducing kerb weight by 44 kg compared to its 5-door, five-seat, family car cousin.

The CR-Z suspension features unique, spring and damper settings and the tolerances are also unique. One of the major detail changes is the adoption of a forged aluminium lower arm in the MacPherson strut front suspension to replace the Insight's pressed steel items. This reduces weight of each wishbone by 4 kg and also increases strength to cope with the wider track width and tyres.

*2+2 configuration is only available in the EU and Japan.
**All figures preliminary and are subject to homologation

Source;
http://world.honda.com/news/2010/4100302Geneva-Motor-Show/

Honda Cars : MUGEN Accessorizes the Honda CR-Z Hybrid Coupe | 2013 New Honda Car Reviews 0

Honda fans, hold your 'horses'; Mugen's take on the new Honda CR-Z improves the Japanese hybrid coupe in all areas except the one that probably counts the most for you: Performance...

However, there's still hope as Honda's official tuning arm has made it clear that it is still considering the development of a high-performance version of the CR-Z in the likes of the MUGEN Civic Type Rs, but until we see the car in the flesh, you'll have to do with the firm's new range of go-fast bits.

The dress-up package includes various parts such as front and rear aprons, a large roof-mounted wing, side skirts, rear diffuser and a new grille with LED daytime running lights. Buyers can also choose from a variety of 17-inch alloy wheel designs.

For the interior, Mugen's lineup comprises of additional gauges, a carbon fiber mirror, unique gear lever knobs and floor mats.

Hardware improvements come in the form of a sport exhaust system, air filters, sport suspension and brake packages, as well as an 'intelligent' tire-monitoring system.

Source;
http://carscoop.blogspot.com/2010/02/mugen-accessorizes-honda-cr-z-hybrid.html

Honda Cars : Honda CR-Z (2010): details of Euro version | 2013 New Honda Car Reviews 0

More details emerged today on the European-spec Honda CR-Z hybrid coupé. It’s the big news on the Honda stand at the 2010 Geneva motor show – and they’ve now confirmed the all-important emissions and economy figures for this greener sports car.

The new CR-Z achieves 56.4mpg and pumps out 117g/km of CO2, says Honda. Like the Japanese market car, the Euro CR-Z can be ordered in 2+2 guise, although the rear seats are best left for more petite passengers.

What else is new on the European Honda CR-Z (2010)?
This hybrid coupé is based on the hardware of the Honda Insight petrol-electric saloon, so don’t get carried away with all this sports car chat. The two share the same 1.5-litre i-VTEC engine and IMA hybrid tech.

To import a degree of athleticism, Honda will equip European CR-Z cars with a three-mode drive system, to tailor the steering, throttle response and degree of electric boost. Drivers pick full performance mode, a dedicated eco setting or Normal.

One telltale giveaway on EU-spec cars is the day time running lights; eight LEDs bring the bottom blade of the headlamps to life 24/7.

When can I buy a new Honda CR-Z?

The CR-Z arrives in summer 2010; prices will be announced at Geneva.

Source;
http://www.carmagazine.co.uk/News/Search-Results/First-Official-Pictures/Honda-CR-Z-2010-more-details-of-Euro-version/

Honda Cars : Back to basics: Honda's new pocket rocket | 2013 New Honda Car Reviews 0

Honda used to sell a wonderful little pocket rocket called the CR-X, a sporty version of the Civic that to this day still has a core following. These owners are active in clubs, sharing parts, performance tuning tips and all sorts of stories and experiences.

The CR-X was really Honda's halo car from the early 1980s to the early 1990s. And then wham! No more. Honda apparently grew up and put its toy car away. Some argue that was a colossal blunder.

But by global car company standards, Honda is a relative pipsqueak – its sales volumes are just more than a third of Toyota's. So with the SUV and minivan boom of the 1990s, the fun-to-drive little CR-X gave way to Honda Odyssey minivans and, later, Pilot SUVs, Ridgeline pickups and bigger Accords and Civics.

Well, Honda says it is back-to-the-future time. The 21st century incarnation of the CR-X is coming this summer as a two-seater hybrid, and we saw the production version of it in January at the Detroit auto show. It's called the CR-Z and it appears to be part of a back-to-basics movement at Honda.

Back to basics not in terms of technology – we are talking about a hybrid, after all – but in terms of Honda's focus on small, fuel-efficient cars. There is, indeed, an updated version of the Odyssey also coming this year, but it's not going to play the same pivotal role in Honda's lineup that it once did. Minivans, as we all know, have become somewhat passé.

But small cars? That's Honda.

“We can make money on small cars because that's our business,” says Jerry Chenkin, executive vice-president of Honda Canada.

The fact is, despite the global recession and the dramatic slump in new car sales everywhere but China, Honda has suffered less than most. The key is a lineup of fuel-efficient cars and flexible factories that can shift quickly to meet changes in consumer demand. Honda was one of the few Japanese auto makers to end 2008 in the black and is one of the fewer still predicting a profit in its current fiscal year, which ends March 31.

“We are profitable and we're going to stay that way,” says Chenkin. “We are not chasing volume at the expense of profits,” he adds, taking a subtle but direct swipe at Toyota, whose quest to become the world's No. 1 auto maker is at the root of its problems today.

The CR-Z is designed to tap into memories of the CR-X, but it is more than that. It joins the Insight and Civic as the third hybrid option in the Honda lineup. So far, Honda has had little luck selling hybrids in great numbers or for healthy profits. But Chenkin thinks the sporty CR-Z will be different.

It's not intended to be a high-volume car, like the Insight. So even though the price is expected to be in the mid-$20,000s or higher, Honda expects to attract a smallish but loyal and dedicated following – buyers willing to pay a modest premium for what is arguably the world's first affordable sporty hybrid in mass production. Honda is shooting for annual sales of 10,000 CR-Zs.
Moreover, Honda officials hint that future hybrid models will be unveiled at upcoming auto shows in Chicago and New York. If Honda has one trait as a company, it is stubbornness, and that means Honda will not give up on its hybrid strategy despite disappointing Insight sales in Canada and the United States.

The gasoline-electric hybrid CR-Z generates 122 horsepower with fuel economy estimated at 6.5 litres/100 km in the city and 6.2 on the highway. It can be driven in one of three modes – “sport,” “normal” and “econ.” Using a 1.5-litre gas engine (basically the same one in the Fit hatchback) and a less-powerful version of the electric motor in the Insight and Civic hybrids, the CR-Z should be able to hit 100 km/h from a stop in less than 10 seconds.

And there's more. In Detroit, Honda Motor chief executive officer Takanobu Ito said he has challenged his research and development staff to develop a hybrid that exceeds the fuel economy of the Toyota Prius hybrid.

“We want to develop and expand our hybrids,” Ito, 56, said during an interview with The Detroit Free Press. “We made some major sacrifices to shift people and resources to do that.”
Honda, it's reported, is now ready to expand its small-vehicle hybrid system to other platforms. However, Honda's large-vehicle hybrid platform is not ready.

All these moves are designed to put Honda back on track with its roots, after years of investing in big vehicles such as the Pilot. Indeed, even Honda's bread-and-butter offerings, the Accord mid-size car and the Civic compact, have grown bigger and bigger, year after year.

The result is that after decades of claiming the best overall fuel economy – fleet-wide fuel economy – Honda is now facing a particularly fierce fuel-efficiency challenge from Hyundai.
South Korea's largest car maker, said in December that it bested Honda in 2009 model year fuel economy, citing U.S. Environmental Protection Agency data. Figures on the U.S. agency's website put Hyundai models at 30.1 mpg in 2009 versus 29.7 mpg for Honda. In Canada, Hyundai is scrambling to somehow use this claim in its marketing, but this is problematic in that Natural Resources Canada does not provide similar EPA fleet-wide comparison data.

But in the United States, officials say they can see that Hyundai has thrown down the gauntlet. The push at Honda now is to reclaim its title as most fuel-efficient auto maker. This matters. Car companies see fuel efficiency, low emissions and advanced powertrains as competitive tools to attract 21st century buyers.

There is also the small matter of stricter fuel-economy rules coming into force. By 2016, car companies in both Canada and the United States will need to be selling fleets that average, overall, 6.7 litres/100 km or 35 mpg.

In all this, of course, Hyundai is certainly not the only auto maker posing a challenge to Honda. Toyota has plenty of fuel-efficient offerings and plans to expand its hybrid lineup, too. Ford and GM are also moving into alternative powertrains – hybrids and electric vehicles – while also pushing ahead with more efficient traditional engines.

Some, such as Eric Noble, president of the Car Lab consulting firm, think it might be too late for Honda to reclaim the “green halo.”

“It's been three generations of Prius and dozens of announcements from competitors,” he said in Detroit.

Ito was undeterred.

“Of course we want the most efficient engines,” Ito told reporters. “Competitors are catching up and I feel pressure from this. I don't want to lose out.”

Yet even while Honda is working on hybrids and various cleaner and more fuel efficient technologies, the Tokyo-based company – the world's largest engine maker – has also been pushing hard to advance hydrogen fuel-cell vehicles.

Only last week, Honda unveiled its next-generation solar hydrogen station prototype in Los Angeles. This station is ultimately intended for home use, to refuel hydrogen fuel cell vehicles over night.

Honda already has leased five of its emission-free FCX Clarity fuel-cell cars in the U.S. in each of the past two years. Canadian Olympic hockey captain Scott Niedermayer is one of the lessees.
As Honda pushes ahead with new products and new technologies, looming in the background is a variable completely out of all auto makers' control: currency valuations. Over the last year, the Japanese yen has grown stronger as the U.S. dollar has weakened. In fact, while the yen is currently trading in the ¥90-to-the-dollar range, it has been as strong as ¥80 to the dollar.

Therefore, it's tough to make money exporting cars from Japan. In Canada, more than 90 per cent of Honda's sales volume is built in North America, so the company is largely insulated from exchange rates. But the subcompact Fit is not only imported from Japan, it is subject to a 6.1-per-cent tariff, making it impossible to price the Fit as low as Honda Canada would like. Fit production is almost assuredly coming to North America.

But in an interview with trade journal Automotive News, Ito warned that certain advanced technologies must at least for now be exported from Japan and that will make them pricier than Honda would really like – at least here in Canada and the United States. The hybrid unit in the Civic, Insight and CR-Z is made in Japan and the hybrid system Honda is developing for large models will also be exported from Japan.

Honda is also struggling to maintain its product development budgets while turning a profit and maintaining its schedule for updating models. Ito concedes that the development team of the next world Civic has shifted its focus to enhance fuel economy even more than originally planned, while also improving performance.

The Civic team is “struggling” to do that, and also to cut costs to make its models “more profitable,” he says.

Honda insiders, in fact, say they are anxious to introduce a new model that is a clear-cut grand slam hit in the marketplace. Honda's lineup is strong enough, but a truly “wow” car would do wonders.

More than a few Honda types are holding their breath, hoping the CR-Z is it.

Source;
http://www.theglobeandmail.com/globe-drive/new-cars/auto-news/back-to-basics-for-honda/article1455009/

Honda Cars : 2011 Honda CR-Z Official Website | 2013 New Honda Car Reviews 0

For those of you interested in any new news on the 2011 Honda CR-Z Hybrid, here's the link to Honda's dedicated CR-Z site;

http://cr-z.honda.com/

Honda Cars : Canadian Driver; Preview: 2011 Honda CR-Z | 2013 New Honda Car Reviews 0

Hybrid vehicles are about to get a lot sexier. What was first revealed at the 2009 Tokyo Motor Show as a sporty two-door hatchback show vehicle called the “CR-Z Concept 2009” was confirmed by Honda as the basis for a new production model that will become available in the U.S. and Canada in late summer of 2010.

The production model of the 2011 Honda CR-Z two-seat sport hybrid coupe, which had its global debut at the North American International Auto Show in Detroit on Monday, features a standard six-speed manual transmission and optional CVT.

Entering the Honda product line-up as a complement to the current Civic Hybrid and Insight hybrid, the CR-Z will be the only gasoline/electric hybrid model offered by any current automaker that can be equipped with a manual transmission, in this case a six-speed unit. Interestingly, Honda was the first auto manufacturer to sell a production hybrid in North America (beating the Toyota Prius to showrooms by mere months), doing so with the first-generation Insight – a two-seat, two-door hatchback, itself initially equipped only with a manual transmission (a CVT became available shortly afterwards).

While other global markets are slated to get a four-seat version of this new car, Honda says that all U.S. and Canadian CR-Zs will be two-seaters, making this model (quite deliberately, I’m sure) the spiritual successor to not only the first Insight, but the original CRX hatchbacks, sold here in two generations for model years 1984 through 1991.

Those earlier CRXs were essentially shortened, two-seat versions of then-current Civics, fitted with a sloping fastback-style hatch; the second generation CRX’s distinctive horizontally-split tailgate glass design is clearly echoed by that in the CR-Z Concept and production CR-Z.

There is some fuel-sipping heritage here too, as certain CRX models were intended as economy champs, rather than performance vehicles.

The production CR-Z is powered by Honda’s 1.5-litre i-VTEC engine with Honda’s compact and lightweight Integrated Motor Assist (IMA) hybrid-electric system. The powertrain delivers a combined peak output of 122 horsepower at 6,000 r.p.m. and 128 ft-lb. of torque at 1,000 to 1,500 r.p.m. (123 ft-lb. on CVT-equipped models). The car’s 10-kilowatt electric motor assists in acceleration and also acts as a generator during braking or coasting to capture kinetic energy that recharges the 100-volt IMA nickel-metal hydride battery pack. The gasoline engine can automatically turn off during vehicle stops.

Preliminary fuel economy estimates are 6.5 L/100 km city and 6.2 L/100 km highway on CVT-equipped models. Manual transmission models are anticipated to achieve 7.6 L/100 km city and 6.4 L/100 km highway.

The CR-Z will be one of the cleanest vehicles on the road: it’s rated as an Advanced Technology Partial Zero Emissions Vehicle (AT-PZEV) as defined by the California Air Resource Board (CARB) ZEV standards (EPA Tier 2, Bin 2 in all states).

A new three-mode drive system that allows the driver to select between Sport, Econ (Economy) and Normal driving modes will offer varying levels of performance and fuel economy. The system is activated via three backlit buttons to the left of the steering wheel.

The Sport mode enhances performance including the throttle responsiveness, electric power steering effort and electric motor power assist. The inner ring of the tachometer illuminates red when the vehicle is in Sport mode.

In Econ mode, the engine’s responsiveness is tuned for optimal fuel economy. The electric motor assist gives priority to fuel efficiency and the air conditioning system can reduce its overall load on the engine. The inner ring of the tachometer transitions between blue and green when the vehicle is in Econ mode, with the green representing more ecological driving.

Normal mode provides standard settings for steering, engine response, motor assist and air conditioning. Similar to Econ mode, the tachometer ring transitions between blue and green when the vehicle is in Normal mode, with the green representing more ecological driving. Like the Honda Insight, the CR-Z offers an Eco Guide and Eco scoring feature to help drivers track progress of efficient driving styles.

Honda engineered the standard six-speed manual transmission for optimal acceleration performance in gears one through five and optimal fuel economy in sixth gear. As well, when starting on steep inclines from a stop, hill start assist temporarily prevents the vehicle from rolling backwards during the moment between releasing the brake, depressing the throttle and releasing the clutch (for a duration of approximately 1.5 seconds).

The available CVT keeps the engine within an optimal r.p.m. range for overall efficiency. To increase the performance potential of the CVT, paddle shifters located on the steering wheel allow the driver to manually simulate gear changes. In Sport mode, the paddle shifters will hold and maintain a selected ratio.

The CR-Z’s suspension consists of front MacPherson struts and rear H-shaped torsion beam suspension tuned to provide a sporty, dynamic driving experience. Its low vehicle height and placement of the battery and other hybrid components beneath the rear cargo area give it a low centre of gravity, which contributes to the CR-Z’s sporty handling. All models are equipped with 16×6-inch aluminum wheels with 195/55R16 tires. Optional 17×7 alloy wheels with 205/45R17 tires are also available. The CR-Z’s standard anti-lock braking system (ABS) with electronic brake distribution (EBD) uses ventilated front discs and solid rear discs.

For crash safety, CR-Zs include Honda’s Advanced Compatibility Engineering (ACE) body structure that helps protect vehicle occupants in a frontal collision. Additional safety technologies include standard dual-stage, multiple-threshold front airbags; standard front-side airbags with passenger-side Occupant Position Detection System (OPDS); side-curtain airbags, active head restraints; an anti-lock braking system; a tire pressure monitoring system; and a pedestrian injury mitigation design in the front of the vehicle.

The CR-Z is expected to go on sale in Canada in late summer, but prices have not yet been announced.

Source;
http://www.canadiandriver.com/2010/01/12/preview-2011-honda-cr-z.htm?page=all