Honda car review

What is it?

You might not know it to look at it, but this is an updated version of Honda’s CR-Z GT hybrid sports car.

Look a little closer and you might spot the new mesh on the grille, larger air intakes in the front bumper and a subtly updated rear diffuser.

In the cabin, Honda has redesigned the door panels to free up a little bit more space in the door pockets.

And there’s a nifty-looking ‘S+’ button on the steering wheel – more of that in a moment. 

Changes underneath the bonnet have boosted power on the revised Honda CR-Z by 9bhp to 135bhp, without affecting fuel economy or CO₂ emissions for the S and Sport models.

Our Honda CR-Z GT test car, meanwhile, gets larger 17-inch alloys. While these look the part, it does have a negative impact on fuel economy and emissions – which are not as good as in the pre-facelift GT cars.

What’s hot?

• The extra power doesn’t make too much difference to the performance but the ‘S+’ button actually does. Pressing it activates an extra boost from the electric motor for up to ten seconds, adding a bit of excitement to the drive.
  

  

• The Honda CR-Z’s handling is no different from pre-facelift cars, so it still performs very well on the limit. Unfortunately, low speed cornering isn’t quite as exciting.
• Despite its sports car status, the CR-Z actually rides very well. The suspension does feel firm but it soaks up rough roads easily.
• The hybrid powertrain and well-insulated cabin both make for impressive refinement, so the Honda CR-Z can double up as a long-distance cruiser too.
• CO₂ emissions of 117g/km in S and Sport models (not reviewed here) put the CR-Z in a low benefit in kind company car tax band.
• Low road tax and fuel economy of 56.5mpg.

What’s not?

• Going for the GT-spec of the Honda CR-Z model under review here worsens the CO₂ emissions and fuel economy figures to 122g/km and 54.3mpg because of the larger 17-inch alloys. So you’re looking at a company car tax band of 15% and, in 2013/14, 16%.
• The CR-Z is expensive, and if you’re willing to just go for a traditional petrol-powered coupe then the Volkswagen Scirocco is cheaper and better to drive.
• We ran in to a few problems using the stop-start system. The engine cuts out as soon as you put the gearstick in to neutral, even if you linger there momentarily while changing gear. You can put your foot down only to discover the engine isn’t running.
• If you want a car that’s fun on a daily basis then there are better options. The CR-Z is only really a lot of fun when you’re travelling seriously quickly.

Business Car Manager road test verdict

The changes to the Honda CR-Z aren’t widespread. In fact, they’re not quite widespread enough.

To be considered a sports car the CR-Z needs to be a little more fun. At the moment its approach is still too clinical and sensible. We like the addition of the S+ button but there needs to be a bit more sparkle in the handling at low speeds.

The low CO₂ emissions and impressive economy of the Honda CR-Z make sense for small business users buying privately and then expensing it through the tax-free pence per mile route, as well as business buyers using a business car lease contract hire rental.

Add in the unstinting levels of reliability that come as standard with a Honda, and you have a purposeful, and attractively different business car.

Honda CR-Z GT hybrid – the low down