Automatter

Aker's Means Porsche (service) in Seattle

 Anyone who has a Porsche in Seattle, should consider taking it to Aker's, on Capitol Hill. Denny Aker, started the shop in 1965 and is now owner emeritus; his son Mark runs the place. That's them in the photo below. They don't use a website, since as Denny says, "We've been in business for 46 years. We get most of our business through referrals." You can reach them by telephone at (206) 329-5253.

Honda's CR-Z: a hybrid ready for the tuners

  

    Honda's CR-Z at rest, amidst a rainy day in Seattle. (Photo by Terry Parkhurst)

  Does anyone out there remember the Honda CRX? That bob-tailed hatchback charmed the hearts of many a boy racer, circa 1984-'91. It achieved its apogee with a CRX-i before Honda ceded the sport coupe market to Mazda's MX-3.Honda hopes that enough people were charmed by the Old School CRX to give a look-see to the new Honda CR-Z hybrid.

It's a car worth looking over, at least from the front end. Graced it is with an air intake that makes the front end look purposeful with the purpose being speed. The surface development of the side is what designers sometimes call “organic.”

 
The roof line of the Honda CR-Z is reminiscent of Nissan's 370Z. The abbreviated rear-end harkens back to the CRX. (Photo by Terry Parkhurst)

 However, the rear end comes to an abrupt end, maybe too abrupt, even for a hatckback. Still, it is true to the CRX it emulates and that's the point, after all.

 
There's a hatch, underneath the hatchback of the CR-Z, that offers storage space sufficient for a carrier for a cat or medium-sized dog, perhaps a suitcase or two. (Photo by Terry Parkhurst)

 The underpinnings of the CR-Z include the option of something rarely seen in a hybrid: a six-speed manual transmission. Coupled as it is with a double-overhead camshaft actuated, 1.5 liter four cylinder engine producing 122 horsepower, in a coupe that weighs between 2650 to 2750 pounds (depending upon options and drive-train), it scoots along at freeway speeds of 80 mph with a minimum of effort.

The engine sets in an engine bay with room enough for a shade tree mechanic to perform DIY (do it yourself) fixes; or for the creative tuner to install a turbocharger of choice. 

(Photo by Terry Parkhurst)

The IMA (integrated motor assist) is identical to that in the Insight. It consists of a 13 horsepower electric motor, a slender disc that, by itself, puts out 58 lb./feet of torque, at the point where the motor starts to work.

Additionally, the CR-Z uses the same battery pack. For the record, it consists of 84, 1.2 volt nickel metal hydride D cell batteries. They are inserted into six battery modules; for an array of 0.6 kWh. Each of those D cell batteries cost $24, for a total cost for the entire pack of $1,600.

You can order a CR-Z with either a CVT (continuously variable transmission) or a six-speed manual transmission. Of course, if you are a genuine automobile enthusiast, you'll want the six-speed.
The stick in the center console is for the optional six-speed manual transmission (in the CR-Z tested). (Photo by Terry Parkhurst)

An interesting aspect of the manual transmission in the CR-Z is what Honda calls “Hill-Holder Assist.” It temporarily – about 1.5 seconds – prevents a CR-Z with the manual from rolling backwards; figure just about the time it takes to release the brake, depress the accelerator pedal with one foot and release the clutch, with the other foot. It's a good thing to have if you live in San Francisco or Seattle. (The American auto company, Studebaker, had a similar device on its cars, back in the 1950s. Studebaker called it simply the “Hill-Holder.” No word on whether Honda engineers were inspired by that.)

 
The tested CR-Z had the Navi option; which includes a back-up camera. A good thing to have instead of having to rely on the mirrors. (Photo by Terry Parkhurst)

The interior is almost identical to its hybrid sibling, the Insight, and the Civic Navi. The instrumentation is easy to read, brightly back-lit and helps the driver understand what his or her driving style is doing to fuel economy and forward motion. When you're driving in a manner that ensures best mileage – and in the “Eco” mode setting for the power- train – the lighting is green in the instrument panel; when you're driving with a heavy foot on the accelerator pedal, the lighting becomes red, in the instrument panel.

However, the blind spots are so overwhelming, lane changes absolutely require checking the side, rear-view mirrors. The exterior design of the car seems to ask too much of the driver, in that regard.

 

A look aft, once inside the Honda CR-Z, gives new meaning to the words "split window coupe." (Photo by Terry Parkhurst)

The handling seemed what you'd expect of a sport coupe. On the poorly maintained sections of I5 south, between Seattle and Tacoma, the CR-Z evidenced good directional stability, despite cracked pavement and the usual expansion joints.

The rear-end generally stayed planted during sweeping turns. Some of that might be due to the rubber underneath; which in the case of the tested car was P195/55 R16 all season tires set on 16 inch wheels. (17-inch wheels and P205/45 R17 tires are optional equipment.) Those all-season tires offered good grip, even in the midst of a rain squall.

For the record, the basic architecture of the suspension underneath the CR-Z is similar to the Insight and the Fit; however, changes have been made to some components. The springs, dampers and anti-roll bars are unique and suit the different characteristics of the CR-Z. The lower arms of the front MacPherson strut suspension are forged aluminum, rather than pressed steel, to reduce unsprung weight and increase the response rate.

Estimated mileage for the CR-Z, equipped with the manual transmission, is 31 mpg in the city and 37 mpg on the highway. That matched observed mileage, per the trip computer. In fact, for brief periods, with a light foot on the go-pedal, the CR-Z registered as high as 45 mpg, according to the read-out.

The price for the tested version of the CR-Z, which was a EX-NAVI edition (equipped with the Honda Navigation System with voice recognition) was $22,560.00. Add in the $750.00 destination charge and the Monroney's bottom line was $23,310.00.

Overall, this is a worthy successor to the CRX. However, two things the designers of the CR-Z would have done well to emulate are the large-sized side windows, just behind the B-pillars of the CRX. Those windows were sized such that changing lanes was more assured and even safe. It's the first thing the designers should address in the next edition CR-Z.

Consider the rest a palate for the tuner after-market. Look for a CR-Z converted to plug-in capability with a turbocharger on the IC engine at the next SEMA show. -- Terry Parkhurst

Recommended website: www.cr-z.honda.com/3D

To learn more about the Specialty Equipment Manufacturers Association (SEMA), look at: http://www.sema.org/