The CR-Z's athletic stance is aggressive and aerodynamic.
Honda would like you to think of the 2011 CR-Z as the spiritual successor to its sporty and now iconic CRX of ’80s glory. But the Z is more of a two-seat Insight and thus the spiritual successor to the original, and now, ironically, much-sought-after Insight.
Driving efficiently has never been so much fun.
The CR-Z is based off the Insight, which isn’t exactly a promising start as far as sportiness is concerned. Honda assures us this wasn’t just a copy-cut-paste job: the wheelbase is 4.5 inches shorter than the bread and butter hybrid, and the car itself is shorter by some 8 inches and also considerably wider and lower.
Beneath the surface is a chassis built for both safety and performance.
Despite the advanced criticism, Norio Tomobe, chief engineer of car, said that applying a hybrid system to the CR-Z gives the car a “wow factor.” According to Automotive News, the engineer had to convince executives at American Honda Motor that US drivers would want a sporty-looking hybrid. US executives believed consumers would be confused by a sporty two-seat hybrid. But Takanobu Ito, now president of Honda Motor, told Tomobe to move forward. The CR-Z hits American shores in mid-2010.
Low center of gravity is a key to responsive handling.
Underpinning the CR-Z are the same building blocks that compose the Insight and the 10Best-winning Fit. Compared with the Insight, the CR-Z’s wheelbase is 4.5 inches shorter, at 95.9; its 160.6-inch length is clipped by about a foot, though the Z is wider, at 68.5 inches, by 1.8.
Every CR-Z is equipped with a vast array of standard safety features.
As with most of Honda’s modern designs, the CR-Z is very much a take it or leave it affair, and yes – compared to the concept the front end looks somewhat toned down. That’s not what matters, though. When you look at the CR-Z, you get the distinct notion that the designers had a clear image of the car they wanted from the get-go: this car simply looks like nothing else on the road. From the raked rear window inspired by the CR-X, to the pointy rear lights and bulges distributed in key areas – you’ll have no trouble finding this car in a Walmart parking lot.
The short wheelbase provides nimble handling, a rarity in the hybrid world.
The deeply recessed grille and its center mounted "H" have been dispatched for a more pedestrian-friendly nose, while the blistered fenders, glass roof and aggressive haunches have all been relegated to the designer's trash bin. We won't call it neutered, nor will we result to the roller-skate cliche, but the CR-Z's 16-inch wheels (the only hoops available) and higher ride height have laid to waste the concept's edgy aggressiveness. And the first time a state-mandated front license plate is fitted, crouching Bugs Bunny references won't be far behind.
Serious fun continues on the inside.
From this angle, the CR-Z looks like a certain Honda two-seater of years past.
Can absolute opposites coexist? Absolutely.
A design that slices through the wind.
With such a sleek body, the CR-Z is both aerodynamically efficient and aesthetically pleasing.
This is the view other hybrids will see on a twisty road.
The CR-Z rides low to the ground, helping it hug the road.
Aggressive front design sets this hybrid apart.
Interior
The interior does a better job of tipping you off to the CR-Z's sporting pretenses, beginning with a pair of sufficiently bolstered seats and a small diameter steering wheel. All the controls are canted towards the driver, including the optional sat-nav, standard climate controls and drive mode selectors. The dash doesn't extend as far forward as we would have expected given the steeply raked windshield, nor does it completely encompass the occupants (note the odd cliff-face on the passenger side of the dash).
The CR-Z's interior was designed for functionality and to enhance the driving experience.
A digital speedometer floats in the middle of an analog tachometer in the center ring of the instrument binnacle. The instrumentation reveals the car’s fuel-economy mission. To the left of the helm lie three mode buttons: normal, econ, and sport. In normal and econ modes, a color-changing ring, nestled between the tach and the speedo (as in the Insight), helps the driver get the best possible gas mileage. The ring glows green at idle and then transitions to blue with hard acceleration. Keep the ring green with gentle throttle inputs for optimal fuel economy. In sport mode, the ring glows red, steering effort increases, and the throttle gets touchier. Be wary of using the econ setting in hot, humid conditions because, in this mode, the air conditioning tones down its frosting abilities, reducing the accessory’s economy-zapping draw.
Silver-mesh sport seats are both comfortable and supportive.
Honda’s IMA system is what’s referred to as a mild hybrid, which means the electric motor can’t propel the car on its own. On stops, the gas engine powers down and resumes work when the clutch is engaged. There’s no noticeable shudder as the engine coughs into life, but unfortunately for those living in warm climates – like this humble author – with the engine, gone is the air conditioning compressor until the traffic light turns green.
Active head restraints are standard on every CR-Z.
The tilt and telescopic steering wheel provides drivers with a customized cockpit.
The CR-Z interior caters exclusively to control and comfort.
Driver-centric controls are within easy reach.
Steering-wheel mounted controls provide convenient access to the most-used features.
Stay connected while keeping your hands on the wheel with the Bluetooth® HandsFreeLink® system available on EX models.
Similar to an automatic transmission, the CVT provides a convenient, shift-free option. Those who prefer a more hands-on approach can use the racing-inspired paddle shifters which allow shifting through seven simulated gears.
The standard automatic climate control allows you to set the temp and forget it.
The all-new 2011 Cadillac CTS Coupe, the ultimate expression of Cadillac’s commitment to performance driving and dramatic design. Sculpted exterior lines that borrow from no one. A 304hp direct injection V6 for more power and reduced emissions compared to engines without this technology. 6-speed automatic or available 6-speed manual transmission. Wide-stance performance suspension that brings sports car verve. A meticulously crafted interior focused squarely on the driver. Available in either standard rear- or optional all-wheel drive. This is a luxury sport coupe like no other.
The driver-centric cabin abounds in high-tech amenities. Available Bluetooth® phone connectivity, Bose® 5.1 surround sound with iPod1 integration and hard drive for music storage, and glide-up touch screen navigation. Standard OnStar2 one-year Directions & Connections Plan with available Destination Download, eNav and a 3-month trial of XM Radio. Finishing details include push-button door release, and available ambient lighting and heated steering wheel.
The all-new CTS-V Coupe is a boldly styled driving enthusiast’s dream car. Huge power leaps from a 556hp supercharged 6.2L V8. Performance handling is assured by a Nürburgring®-tuned suspension, independent at all wheels, with revolutionary dual-mode Magnetic Ride Control shock damping. And 19" wheels with Brembo® disc brakes – 6-piston in front, 4-piston in rear – bring massive stopping power. Xenon HID headlamps with Adaptive Forward Lighting lead the way no matter where the road takes you.
The CTS-V Coupe cockpit is as much about control as it is about driver engagement. There’s luxury and refinement enough to satisfy pleasure-seekers, but the real function of this cabin is guiding a very powerful machine. LED-traced gauges that flash as redline is approached, full dash instrumentation and a TREMEC® 6-speed manual shifter put the driver in control of this performance command center. Download 2011 Cadillac CTS Coupe catalog here (3.3mb).
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