Honda S2000 Review

The Honda S2000 is a two-seat roadster that features a high-performance, high-winding inline four-cylinder engine along with a superbly balanced chassis. Introduced for the 2000 model year, the S2000 was the first sports car to roll out of a Honda factory since the tiny S500, S600 and S800 roadsters of the 1960s.

2008 Honda S2000 Convertible

With minimalist cockpit comforts and a racetrack-ready suspension, the Honda S2000 is a pure sports car. More powerful than the less expensive Miata yet not as pricey or luxurious as a Z4 or SLK, the S2000 occupies a niche within a niche. Quick and communicative steering, an ideal 49/51 weight distribution and an engine that loves to rev coupled with a slick six-speed gearbox promise a lot of fun for the serious driving enthusiast.

There is only one version of the Honda S2000 roadster. Notable hardware includes a feisty inline four with an 8,200-rpm redline coupled to a short-throw six-speed manual gearbox. Without resorting to forced induction (turbo- or supercharging), this jewel of an engine utilizes Honda's variable valve timing and lift system (VTEC) to squeeze 237 horsepower out of just 2.2 liters. No automatic transmission is available.

Standard features include a power-operated top with a glass rear window (with defroster), lightweight 17-inch wheels, leather seats, keyless entry, air conditioning, an eight-speaker CD audio system, stability control and HID headlights. A lightweight (44 pounds) aluminum hardtop is optional. As expected, the S2000 retains strong Honda attributes such as sound ergonomics and comfortable, supportive seats with enough adjustment to make short and tall pilots alike a good fit.

As with prior S2000s, the current version speaks loudly to the enthusiast. With its finely balanced chassis, quick and communicative steering, eager-to-spin engine and flickable shifter, the S2000 makes short work of twisty roads as it slices through and then slingshots out of the corners.

Debuting in 2000, the Honda S2000 started life with a 2.0-liter inline four that redlined at 9,000 rpm. With 240 horsepower, it put out more horsepower per liter than any other naturally aspirated engine on the planet. Although it provided a thrilling ride when driven aggressively, our editors did find some faults. Among the more notable ones were a lack of low-end torque that made the S2000 a bit flat-footed around town, a sometimes persnickety shifter, a weak audio system and a plastic rear window.

Honda gradually made upgrades to the S2000. For 2002 the company amped up the radio, added a glass rear window with a defogger and even smoothed out the short-throw shifter. Some styling changes took place as well, with chrome rings added to the taillights, a new shift knob and a few pieces of well-placed silver trim in the cockpit. The lightweight aluminum hardtop became optional, a blessing (albeit a pricey one at $3,000) for those who live in areas where inclement weather is a part of life.

The year 2004 saw improvements that made the Honda S2000 more of a viable choice as a daily driver. A slight increase in engine displacement (from 2.0 to 2.2 liters) provided more power at lower rpm. Peak torque went up to 161 pound-feet (up from 153) and that peak occurred at a friendlier 6,500 rpm instead of 7,500 rpm. The redline dropped to a still heady 8,200 rpm. Combined with shorter gearing in the six-speed's lower four gears, this all translated into an S2000 that had more snap at lower engine speeds for dealing with the daily slog to work and dicing through urban traffic. Larger tires (215/45R17s vs. 205/55R16s up front and 245/40R17s vs 225/50R16s out back) were fitted, as were minor suspension tweaks designed to make the ultrareactive S2000 more forgiving of less-than-expert drivers.

Honda Reveals the CR-Z MUGEN

For once, the hype and the rumors surrounding a car or project proved to be is as cool as it sounded, as Honda has revealed the first pics of the MUGEN version of the CR-Z hybrid. Unfortunately, the project is ongoing, so we can’t tell you to much about it, but the first tests have shown a lot of promise, especially from the performance point of view… as well as fuel consumption. We would have gotten away with perfection, were it not for those tree-hugging kids and their dog.

Early tests with a prototype car based on a standard CR-Z and a mid-tune engine have resulted in 0-60mph (0-98 km/h) times around that of the Civic Type R, thanks in part to the magic of supercharging. That’s all that Honda said, so we had to digg deeper to find out that translates to an acceleration in the mid six-second range.

MUGEN say they’ve achieved this by adding an extra 15 percent under the bonnet compared to the ‘stage 1’ level of tune. Despite the big wing on the back, the car has also shed some 50 kilograms (110 lbs).

Unfortunately, the performance division has turned into a bit green, so the Honda press release also talks about fuel consumption. Truth be told, we are impressed, but we just can’t bring ourselves to talk about mpg when we see that big wing and the orange paintwork.

“Early fuel consumption tests have also been encouraging,” says Colin Whittamore from MUGEN Euro. “We’ve retained the three driving modes from the standard car and economy ranges from 50+mpg in ‘eco’ mode to mid-30 mpg when tapping into the supercharged power in a special ‘MUGEN’ mode.”

[Source: autoevolution.com]

First Drive: 2011 Honda CR-Z

2011 Honda CR-Z – Click above for high-res image gallery

Let's get this out of the way right now: the 2011 Honda CR-Z is not a CRX redux. To compare the two – no matter how much Honda may want to – is to misunderstand the former and besmirch the latter.



No, the hybrid CR-Z is an entirely different beast. Despite its three-door shape and two-seat configuration, it has about as much in common with the O.G. hatch as a big-screen remake of your favorite childhood TV show. The basic components are there, but the whole concept has been throttled to within an inch of its life with high-tech gadgetry, odd casting decisions and a questionable demographic.

But to Honda's credit, its rhetorical comparisons to the CRX have died down considerably since the CR-Z debuted in concept form and then progressed into a production model. Honda may have recognized after a lukewarm introduction outside the U.S. that glomming onto nostalgia will only get you so far (see: Dodge Challenger and Chevrolet Camaro). And to make something special – a vehicle that transcends the emotional baggage of its predecessor – you've got to evolve the concept and avoid relying on rose-tinted sentimentality.

To an extent, that's exactly what Honda has created. It hasn't built another hot hatch – the lightweight, K20-powered three-door enthusiasts crave – and instead it has attempted to meld the technology of the moment into a greenified competitor to the Mini Cooper. Think of it as the rogue lovechild of the original and current Insight, with a few sporting genes spliced into its DNA. But can a hybrid hatch be an entertaining steer? We took to California's twisties and clipped a few cones to find out.
If you were completely smitten by the CR-Z concept from the 2007 Tokyo Motor Show, the retail model may leave you a bit cold. Viewed side-by-side, the basic elements are there – high hatch, wedge shape, massive snout – but as with so many designs rotating on pedestals, everything's been watered down in the production process.

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.



On the positive side, the blacked-out A- and B-pillars combined with the highly contoured windshield and greenhouse provide a pleasant wrap-around effect, while the high, split-glass hatch and triangular taillamps lend the CR-Z a more purposeful stance. The visibility afforded by the thinner A-pillars – something that's largely absent on modern vehicles – is a breath of fresh air, but on the flip side, the tall hatch and massive C-pillars make lane-changes a double- then triple-check affair.

Viewed as a whole (and if you hadn't seen the concept), it's a smart, youthful design with dozens of subtle stylistic elements that catch your eye over time. The only thing that's obviously missing is a visible exhaust outlet – something akin to the integrated exhaust tips on the Euro-market Civic would've been a nice touch.



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).

Mercifully, Honda has decided to ditch the Civic's two-tiered instrument panel for a center-mounted pseudo-3D tach with a technicolor digital speedo mounted in the middle. Battery and charge status, shift indicator, fuel level and real-time consumption flank the sides and look both futuristic and slightly half-baked. If you must, think of it as a low-rent version of the Ferrari 458 Italia's driver command center, complete with a user-customizable Multi-Information Display for standard trip readings, along with an Integrated Motor Assist (IMA) flow indicator, "Eco Guide and Eco Scoring" and exterior temperature reading.



Fit and finish is on par with anything from Honda in the $20,000-25,000 segment, with soft-touch materials lining the major touch points and an interesting vacuum-formed metal coating the door handles (an industry first). The rear cargo area was obviously designed with kid seats in mind for the European and Japanese market, but in the U.S. we get a pair of recessed, carpeted plastic trays in their stead. The upright panel can be folded down to expand the standard 25.1 cubic feet of cargo space, although the only way to fold or snap it into place is to move the front seat forward and reach through the door opening. Thankfully, it's a single-handed affair.

With all the techno-tidbits available inside (along with standard USB audio and a 12V power source), oddly, our favorite interior feature came in the form of a configurable cargo cover. You can mount the vinyl overlay in three different ways to either completely obscure the cargo area or leave it open for luggage, golf bags or small bodies. But the third setup – humorously dubbed "Secret Mode" – creates a small parcel area at the very end of the hatch to hold smaller items (grocery bags, laptop and camera cases) so they won't shuffle around during spirited sprints. Speaking of which...



If you're not already aware, the CR-Z's roots are based on the new-for-2010 Insight hatch. You can groan now if you wish, but take solace in the fact that Honda has managed to shorten the wheelbase to 95.8 inches, widen the track to 59.6 inches in front and 59.1 inches in the rear, with a total length of 160.6 inches. MacPherson struts work in concert with 18-mm front and rear stabilizer bars, and the whole setup has been fitted to a suitably taut chassis. The bad news: We're stuck with a torsion-beam suspension in the rear. The worse news: the curb weight comes in between 2,637 and 2,707 pounds depending on the transmission and equipment levels. For reference, the four-passenger, five-door Insight tips the scales at 2,734 pounds, which isn't much difference at all.

As you'd expect, Honda's focus lies on the CR-Z's Integrated Motor Assist hybrid system and its 1.5-liter i-VTEC four-cylinder pulled from the Fit. In the five-door runabout, the four-pot is good for 117 horsepower and 106 pound-feet of torque, but combined with the IMA system's Ni-Mh battery and brushless DC motor, Honda rates the CR-Z with the six-speed manual at 122 hp at 6,000 RPM and 128 lb-ft of torque from a deceivingly shallow 1,000 to 1,750 RPM. Honda says the electric motor is good for 13 hp and 58 lb-ft of twist on its own, so we're not entirely sure how the maths work out on that. We've left it to our engineering-savvy Mr. Abuelsamid to parse out the details, so let's get to the driving.



Judged by the stats alone, we started up the CR-Z with more than mild trepidation. In the Fit, the 1.5-liter isn't exactly an inspired engine and sadly, that hasn't changed in this application. The engine note is more hotel-grade Oreck than the manic, high-revving Hondas of yore, and as you move up through the rev-range, the wasps under the hood get angrier but fail to deliver a sting.

With the traction control switched off, the IMA delivers just enough torque to spin the tires when you launch around 3,000 RPM. Acceleration through the first two gears is on the high-side of acceptable as the four-pot strains towards its 6,500 RPM redline, but by the time you reach third, most of the steam has escaped the engine bay. Our best guesstimate on a 0-60 mph time is somewhere in the 10-second range. Hardly stirring, but not unexpected.

However, off-the-line performance isn't the CR-Z's forte. If Honda's "Hybrid Cafe Racer" line is to be believed, this hatch's true calling is in the canyons. And here, a faint light shines through.



In Normal and Eco mode, the CR-Z trundles along as you'd expect; a lazy commuter focused on efficiency. However, press the Sport button and the steering and throttle tighten. Inputs are more direct as you crank the quick ratio steering (2.5 turns lock-to-lock) and the shifter effortlessly slips through the gears. The six-speed manual tranny is slightly notchier than other Honda 'boxes, but it inspires you to row up and down the ratios to find the meat of the powerband. Lay into the throttle in third or fourth and there's more noise than motivation, but when the first corner appears, the brakes haul down the CR-Z at a decent clip. On the road, brake fade remained absent, but during a few hot laps around a makeshift autocross course, pedal feel got progressively mushier as we pushed harder and braked later, particularly when attempting to stop in a cordoned-off cone box.

Steering is typical Honda: direct, if slightly overboosted. Initial turn-in and mild mid-corner corrections were encouraging, as is the additional weight of the rear-mounted battery pack, allowing the CR-Z to rotate quicker than other short-wheelbase three-doors we've sampled. That additional pounds and 60:40 weight split inspired confidence through high-speed sweepers, but the downside is a fair amount of body roll through trickier, twistier bits and a penchant for understeer without a good flick of the wheel or a fair amount of trail-braking.



We only had a brief stint in a CVT-equipped model, and the seamlessness of the start-stop system in the manual version was replaced with a more abrupt shudder when switching back on from a stop – exactly as we've experienced on the Insight. As with most CVTs, the "elastic band" sensation is there, albeit slightly more refined, holding the revs at around 6,000 rpm when matting the throttle and allowing you to shift through seven faux ratios when the mood strikes you. As you'd expect, the manual is easily the more sporting setup, but Honda estimates somewhere between 70 and 75 percent of all CR-Z's will be equipped with the quasi-automatic. Which brings up the obvious question: Who's the CR-Z for?

If we were a cynical bunch, we'd assume it's yet another vehicle designed to improve overall CAFE ratings. And with fuel economy ratings of 36/39 mpg city/highway with the CVT and 31/37 on the manual model, it's certainly going to help. But that's too easy. If you believe Honda, it's estimating that the average buyer will be a style and eco-conscious consumer between 25 and 35, smitten by the small size and blue Hybrid badge on the boot. That we can almost buy, particularly given that Honda will be pricing the base model under $20,000 and the fully-kitted EX with Navi will slide in under $24,000 when it goes on sale August 24. But is it an enthusiast's vehicle? Hardly. With more power, bigger brakes and a more sophisticated suspension (we're sure Hasport is working on a engine mount kit as you read this), this could've been the CRX for the 21st century. Instead, it's a capable fuel miser that can muster some sport when summoned. Unsurprising, but disappointing nonetheless.
cource by autoblogger

Pics Aplenty: Honda releases boatload of new CR-Z shots... in Europe

2011 Euro-Spec Honda CR-Z – Click above for high-res image gallery

Honda has officially flooded the interwebs with a wave of photos of the Euro-spec CR-Z Hybrid. Surprisingly enough, our cousins across The Pond will be able to get their hatchback hybrid as a 2+2 like their JDM counterparts, meaning the car will have two small back seats just for children, briefcases or other cargo. When not in use, the rear thrones fold down to make room for your most recent Ikea purchase.



Other than those rear seats, the car doesn't appear to differ significantly from the version we'll see Stateside. Power still comes from a 1.5-liter four-cylinder engine mated to a small electric motor with around 122 horses combined and 124 lb-ft of torque.

The European CR-Z will also feature the same three-mode efficiency system we're likely to see in our version. Drivers will be able to choose between Sport, Normal and Economy modes, all accessible via the push of a button. Each will offer different levels of electric motor assist and will also monkey around with the electric power-steering to provide a different driving feel depending on the mode. Hit the jump for the full press release, and wade through the massive gallery of high-res images below.
[Source: Honda]

2010 Honda Insight Sports Modulo Concept

Leveraging the Honda Insight hybrid vehicle's advanced aerodynamic performance and fun, comfortable driving, the Honda Insight Sports Modulo Concept, exhibited at the 2010 Tokyo Auto Salon, expresses the joy of driving with the theme of "Exciting Eco." With its advanced styling featuring chiseled lines, the Modulo concept vehicle demonstrates the new value that Sports Modulo customization has to offer a next-generation hybrid.

2010 Honda Insight

The all-new 2010 Honda Insight hybrid car made its world debut at the 2009 North American International Auto Show. Utilizing the latest generation of Honda's Integrated Motor Assist™ (IMA®) hybrid technology and new, more cost-efficient production methods, the 2010 Honda Insight defines a new stage in the evolution of hybrid technology, providing hybrid customers with a new level of affordability, fun-to-drive performance, and a U.S. EPA city/highway fuel-economy rating of 40/43 miles per gallon. The 2010 Honda Insight will be launched at Honda dealers throughout the United States in the beginning of April 2009 and will be priced below the Civic Hybrid.

"Honda hybrids have always offered great value, high fuel efficiency and a healthy dose of fun near the middle price range in the Honda lineup," said John Mendel, executive vice president of American Honda. "With the introduction of the all-new Honda Insight, we're opening up Honda's fun-to-drive, versatile and fuel-efficient hybrid technology to an entirely new group of buyers that previously may not have considered a hybrid because of either image or cost."

Evoking the advanced and aerodynamic five-door sedan design first deployed on the revolutionary Honda FCX Clarity fuel cell car, the new Honda Insight has a low center of gravity and a spacious five-passenger cabin, offering the kind of driving experience and roomy, versatile interior space that customers have come to expect from Honda.


To help Honda Insight owners realize the full benefits of Honda hybrid technology, the Insight will feature a new interactive, driver-focused fuel economy enhancement technology named the Ecological Drive Assist System (Eco Assist™). Eco Assist combines multiple functions:
a driver-activated ECON mode that optimizes control of the continuously variable automatic transmission (CVT), engine and related powertrain components to further improve vehicle fuel efficiency;
a driver feedback function that uses an innovative speedometer display with changing background colors to provide real-time guidance to the driver on achieving higher fuel efficiency; and
a unique fuel-economy scoring function using a plant-leaf graphic to provide feedback to the driver on current-trip driving efficiency and lifetime fuel-efficient driving performance.

All Insights are powered by an advanced 1.3-liter SOHC aluminum-alloy i-VTEC engine and CVT, along with a new generation of Honda's IMA hybrid system for exceptional fuel economy and fun-to-drive performance.

The Honda Insight's IMA system incorporates a 10-kilowatt (13 hp) electric motor and a compact Intelligent Power Unit (IPU) - recapturing and storing kinetic energy from vehicle braking and deceleration and supplying additional power for acceleration when needed. Packaging of the ultra-compact IMA battery and IPU in the vehicle's rear floor allows the enhanced utility of a 60/40 split and fold-down rear seat back.

The Insight's IMA system has the capability to operate exclusively on electric power in certain low- to mid-speed driving conditions. It also provides for cylinder deactivation within the gasoline engine during deceleration and for engine shutoff when the vehicle is stopped. With a 10.6-gallon fuel tank, the Honda Insight delivers an estimated maximum driving range in excess of 400 miles.

Standard safety features on all Insights include dual-stage, dual-threshold front airbags; front-side airbags with a passenger-side Occupant Position Detection System (OPDS); side curtain airbag system; anti-lock brakes with electronic brake distribution (EBD); driver- and front-passenger active head restraints and a front body designed to mitigate pedestrian injuries. All new Insights also feature Honda's Advanced Compatibility Engineering™ (ACE™) body structure, which provides improved crash compatibility between vehicles of different size and ride height, enhancing protection for Honda Insight occupants while reducing the potential for injury to occupants of the opposing vehicle in a frontal collision.

Additional standard features on all new Insights include 60/40 split and fold-down rear seatbacks; two-tier digital instrument panels; automatic climate control; power windows, mirrors and door locks; a tilting and telescoping steering wheel and a 160-watt AM/FM/CD audio system with MP3 audio playback, an auxiliary audio input jack and Speed-Sensitive Volume Control (SVC).

Honda Insight EX models add alloy wheels, cruise control, 6-speaker audio system with USB audio interface, steering-wheel mounted paddle shifters, Honda Vehicle Stability Assist™ (VSA®) and an available Honda Satellite-Linked Navigation System™ with Voice Recognition.

2011 Honda CR-Z

The all-new 2011 Honda CR-Z sport hybrid coupe, making its U.S. production debut at the 2010 North American International Auto Show in Detroit, introduces sleek styling and sporty handling to the hybrid segment, American Honda Motor Co., Inc., announced.

"The Honda CR-Z is a personal sport hybrid coupe for people with a spirit of adventure and an elevated sense of responsibility toward the environment," said John Mendel, executive vice president of sales for American Honda. "It's the first hybrid designed to maximize style and fun, in addition to efficiency and economy."

Set to go on sale late summer of 2010 in the U.S., the Honda CR-Z is powered by a 1.5-liter i-VTEC engine with Honda's compact and lightweight Integrated Motor Assist (IMA) hybrid-electric system. The two-passenger Honda CR-Z introduces a new three-mode drive system that allows the driver to select between Sport, Econ (Economy) and Normal driving modes.

The exterior's distinctive "one-motion" wedge form originates from its low-slung hood to form a broad forward stance. A side profile with a deeply inset beltline conveys a dynamic tension, while the short wheelbase and large, wide front grille accents the vehicle's athletic presence.

The futuristically styled interior offers a high-tech appearance and ergonomically intuitive controls. Instrument panel meters illuminate with a three-dimensional, vibrant blue color theme resulting in a multi-layered appearance. Set against a motif of textured black materials and aluminum-style trim accents, the upper portion of the dashboard extends toward the driver to provide a wrap-around cockpit environment. The passenger zone offers an open, comfortable space. Premium sport-oriented cloth seats are designed to provide excellent lateral support along with everyday driving comfort. A mid-ship console behind the front seats optimizes cargo space. A hard-shell separator can be closed to create additional hidden storage.


The two trim levels include the well-equipped Honda CR-Z and the feature-rich CR-Z EX. A six-speed manual transmission is standard equipment and a Continuously Variable Transmission (CVT) is available. Standard features on the Honda CR-Z include Vehicle Stability Assist, an AM/FM/CD/USB audio system with six speakers, automatic climate control, power windows and door locks, remote entry, cruise control, and more. The Honda CR-Z EX adds, High-Intensity Discharge (HID) Headlights with Auto-On/Off, fog lights, a 360-Watt AM/FM/CD premium audio system with seven speakers including subwoofer, Bluetooth® HandsFreeLink®, perforated leather-wrapped steering wheel, and more. The Honda CR-Z EX is available with the Honda Satellite-Linked Navigation System with voice recognition.

The Honda CR-Z represents the sixth unique version of Honda's original IMA technology since the launch of the 2000 Insight, the first hybrid vehicle available in North America in December 1999. The foundation of the Honda CR-Z's hybrid powertrain is a 4-cylinder, 16-valve, single overhead cam engine with "intelligent" Variable Valve Timing and Lift Electronic Control (i-VTEC) that receives additional power from the IMA system's DC brushless electric motor. The i-VTEC system controls the opening and closing of one intake valve per cylinder to enhance combustion at low RPMs. The 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 to improve efficiency.

The system delivers a combined peak output of 122 horsepower at 6,000 rpm and 128 lb-ft. of torque at 1,000 to 1,500 rpm (123 lb-ft on CVT-equipped models). Preliminary fuel economy estimates are anticipated to result in a rating of 36 city/38 highway miles per gallon on CVT-equipped models. Manual transmission models are anticipated to achieve an EPA-estimated fuel economy rating of 31 city/37 highway miles per gallon. The Honda CR-Z is rated as an Advanced Technology Partial Zero Emissions Vehicle (AT-PZEV) in states that adhere to California Air Resource Board (CARB) ZEV standards (EPA Tier 2, Bin 2 in all states).

The standard six-speed manual transmission is engineered for optimal acceleration performance in gears one through five and for optimal fuel economy in sixth gear. 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 provides the convenience of an automatic transmission with a seamless transition between minimum and maximum ratios, while also keeping the engine within an optimal RPM 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 the stepped holding pattern. In Sport mode, the paddle shifters will hold and maintain a selected ratio.

The Honda CR-Z's three-mode drive system allows the driver to select between individual modes of performance for Sport, Normal and Economy driving styles. The system is activated via three backlit buttons to the left of the steering wheel.

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

During Econ mode operation, the engine's responsiveness is tuned for optimal 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 Honda CR-Z offers an Eco Guide and Eco scoring feature to help drivers track progress of efficient driving styles.

The front MacPherson strut suspension and rear H-shaped torsion beam suspension settings are tuned to provide a sporty, solid and dynamic driving experience. All models are equipped with 16x6-inch aluminum wheels with 195/55 R16 86V tires. Accessory 17x7 alloy wheels with 205/45R17 84V tires with are available. The standard anti-lock braking system (ABS) with electronic brake distribution (EBD) uses ventilated front discs and solid rear discs. The low vehicle height and placement of the battery and other hybrid components beneath the rear cargo area further contribute to a low center of gravity, which is key to the new Honda CR-Z's responsive, sporty handling. Electric power-assisted rack-and-pinion steering enhances steering performance and improves efficiency.

In addition to being environmentally responsible, the Honda CR-Z demonstrates a commitment to safety in its design and construction. The Advanced Compatibility Engineering™ (ACE™) body structure 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.