All fun, No guilt

On the hybrid technology front Honda has charted a slightly different path from its main rival, Toyota.

Instead of offering buyers the abilityto run a car completely on battery power, Honda's Integrated Motor Assist (IMA) technology predictably assists the car's petrol engine but never actsas a substitute.

The end result is a lighter, more compact package — motor, battery, assorted electronics — as there's no heavy lifting, battery-only drivingto be done. It also means there's no need for a big petrol engine if it's regularly receiving assistance froman electric motor.

All this talk of light weight and lean construction wouldn't be out of place if the subject matter was a sportscar. Until now, hybrids have been worthy, fuel-sipping machines for those seeking to save money, petrol and the planet. But what if you could have it all: economy, low emissions and fun?

According to Honda, now you can, with its rakish CR-Z offering a slightly different take on hybrid motoring. Pitched at a more youthful audience seeking the benefits we're all familiar with plus the enjoyment you get from running a warmed-over compact hatchback, the CR-Z boasts the looks and the performance to satisfy both your head and your heart. It's even been designed with a very sporting two-plus-two seating arrangement, confirming that the real focus is on front-seat occupants.

Going electric

Unusually for a hybrid, the raw data only tells half the story. Other more eco-focused models might trump the CR-Z's economy and emissions figures (56.5mpg, 117g/km CO2), but the little Honda's on-road performance (9.9 seconds to 100kph, 249kph top speed) is right up there with more conventional alternatives. And remember, this is a hybrid that's been tuned for fun, making the car's 113bhp 1.5-litre engine and motor combo all the more impressive.

Just to prove Honda is dead serious about pitching the CR-Z as a sporty model, it has fitted the wedge-shaped car with a six-speed manual gearbox as standard. No slush-box auto here, and in true Honda fashion, the shifter is super-short and slick just like that of a Civic Type R. And even with three pedals, you still get an auto engine stop-start function as standard.

On the road, the CR-Z offers drivers a firm yet engaging experience. You sit low down in the car, further enhancing its racy appeal, and corners can be attacked with considerable enthusiasm. And it's when you're pressing on that the extra assistance from the car's electric motor makes a valuable contribution. That overtaking manoeuvre or uphill sprint is easily dispatched with the aid of some additional electric power. We're not talking warp-factor acceleration here, but just enough to see your pace quicken a few notches.

The situation is further enhanced by the car's sport mode, which channels even more electric power if you want to throw caution and economy to the wind. It's in this mode that the CR-Z is at its most entertaining and makes you wonder how conservative those on-paper performance figures really are.

Take the opposite approach — select the car's economy mode — and you'll instantly experience a more conservative throttle response. Ideal for low-stress urban motoring, it's now that it should appeal to your greener side.

Keeping you in the loop when switching between modes is the car's array of predictably futuristic instruments and displays. The CR-Z wouldn't be a hybrid Honda if the speedometer didn't glow red if you used too much throttle, for example. And if you're a good boy, the glow is green. Overall there are parallels with the Civic's interior, as the gently curving fascia, outstanding build quality and clear (if a little wacky) displays should make Honda's fans feel at home.

Verdict

On balance the CR-Z delivers better real world performance than its figures suggest. The modest range offers buyers a trio of well-equipped cars to choose from, while the CR-Z is surprisingly practical for what is in reality a two-seat coupé for grown-ups. Cabin storage space plus a sizeable boot and rear folding seats ensure daily life doesn't have to be a compromise.

Although a brave move from Honda — a sporty hybrid being something of an oxymoron — the CR-Z performs well in the context of delivering thrills ata time when saving money and fuel have become the dominant factors.

Styling the car like something fromthe 25th century is further proof that Honda remains a risk-taker, which should be applauded.

TECHSHEET

Front suspension

Simple MacPherson struts sit up front, taking up quite a bit of space but benefiting through cost. With high-rigidity bushings and a performance-calibrated geometry, the CR-Z handles like a sporty Honda should. Lower control arms are lightweight aluminium, saving a total of 4kg.

Rear suspension

Again, nothing fancy, just a torsion beam saving rear space and freeing up all that impressive luggage room, as well as allowing for low mounting of the IMA system's batteries. This lowers the centre of gravity, again, improving handling.

DIY OR SIT BACK AND RELAX

Six-speed manual transmission

CR-Z engineers were adamant on using a stickshift for that proper sporty feel, but also for economy. They found it pretty simple to adaptthe hybrid IMA systemto work with the six-speed manual gearbox (or the CVT) and managed to go witha 45mm short throw anda firm feel. With that typical Honda shift indicator, you can either go with efficient or all-out driving.

Continuously variable transmission (CVT)

The optional CVT is necessary for markets like the US (and hopefully the Middle East eventually) and it helps the combined powertrain work in its most efficient range. With regenerative braking and a low ‘gear' ratio, the car is economical and quick. A ‘sport' mode activates the paddle shifters, with seven ratios, but unfortunately it doesn't let you bounce off the rev limiter like a hoon.

114bhp

The 1.5-litre petrol unit combined with the electric motor has a top speed of 249kph

Out of the box

1. Honda calls the CR-Z's styling a "one-motion wedge", but it gets signature Honda stuff like the split rear (as in the Civic Type R) and an S2000-like front… Sigh, we miss the S2000…
2. The main objective was to create a feeling of space, despite the limitations. Still, it's mostlya two-seater.
3. Bet you didn't know that the CR-Z's structural architecture is actually shared with the Honda Jazz and Insight? But the CR-Z has even smaller dimensions compared to its platform relatives (4,079mm x 1,740mm x 1,394mm).
4. Behind the passenger seat is a hidden storage area with a double tray in the floor. A clever latch in the centre of the cargo area allowsthe driver or passenger to reach back for stuff in the boot.
5. Through the use of high-strength steel (45 per cent), Honda has managed to achieve high levels of overall body rigidity, while lowering weight and enhancing safety.

Uunder the bonnet

The CR-Z's hybrid system borrows heavily from the Insight but it has 16 valves instead of the latter's eight. This helps increase power at higher rpm and improves efficiency at lower speeds. The CR-Z's 1.5-litre four-pot is mated to a six-speed manual — making it the only hybrid in the market available with a stick shift. Plus with all-aluminium construction and i-Vtec, friction-reducing tech such as roller-bearing tipped rocker arms, a low-friction timing chain tensioner and molybdenum-coated piston skirts, the unit makes a healthy 113bhp on its own.

Specs & ratings

Model CR-Z

Engine 1.5-litre i-VTEC 4-cyl

Transmission Six-speed manual, FWD

Max power 122bhp @ 6,000rpm

Max torque 173Nm @ 1,750rpm

Top speed 249kph

0-100kph 9.9sec

Price TBC

Plus Good looking, economical, handling

Minus Not exactly hot-hatch fast