Project CR-Z tearing through Buttonwillow during the Super Lap Battle Hybrid class competi
The War Rages On ...
Ever since the official announcement of the new Hybrid CR-Z in Honda's modern-day lineup, enthusiasts far and wide have taken sides in what's quickly escalated into a full-blown war. The lines have been drawn, and you're either in favor of Honda's push to find new ways of increasing mileage in an eco-friendly manner, or you're dead set against any thoughts of introducing a new model without the beloved K-series powerplant. Furthermore, you're outraged by the mere thought of Honda using "sporty" and "hybrid" in the same sentence. One thing is for certain at this point, there are no thoughts of unveiling a K-powered CR-Z model (no matter how much you complain) to the masses. With all of that out of the way, as the title hints, I've been given the privilege (as well as a set of keys) to research and modify a six-speed CR-Z EX for 2011. Similar to the Project Fit of 2009 and the TSX V-6 of 2010, I'll be digging into some of the available aftermarket parts, as well as introducing some new ones throughout 2011.
Originally, I was to take delivery of the car in August 2010. This would have given me plenty of time to find parts, develop a theme, and prep the car properly for SEMA 2010, in early November. However, due to the crackdown by the EPA on just about every pre-production model, there was a heavy delay and I didn't receive the car until just a few weeks prior to SEMA. Luckily I'd spent quite a bit of time writing proposals and requesting parts through some of the manufacturers that were on the verge of releasing goods in Japan, or were prototyping parts in the U.S. Though the timing was terrible, the one ray of sunshine in all of this is that the aftermarket is definitely responding to the hype surrounding the CR-Z. Suspension, exhaust and intake systems, aero kits, even boosted applications are out there; either in development or entering production. This is good news, especially after most of the industry completely turned their backs on the second-generation Honda Fit.
On display at SEMA in the Honda of America booth.
"Why Don't You Guys Just Drop In A K?"
This is the question I've heard probably 50 times since I picked up the little EX. The answer is pretty simple; this is a production car that has to go back to Honda in one piece. That means cutting, welding, or chopping up the chassis is not an option. Beyond that, dropping in a K-series motor, in my opinion, defeats the purpose of Honda even handing the car over. A swap would make the CR-Z incredible, but it's really no different than swapping one into an EH or DC. The only difference is you'd have a $20,000 car with a high-dollar swap, and some excess weight. You and I both know that's not what our community is about. We buy cheap and load up on the good stuff, rather than buying a brand-new car and tearing it apart. Would you really be proud of driving around in a $35,000 CR-Z? For the average enthusiast, it's a pipe dream, and something that I'm sure we'll see quite a bit of in five or six years when depreciation sets in. Now that's not to say that I'm against it, I'm actually pretty excited to see what tuners around the world do with this new chassis. We've already caught wind of a K-swap currently being mapped out on a CR-Z, and with any luck, we'll capture some photos of it when it's all done, and bring you the feature to drool over.
In the meantime, before the swap revolution takes over, the Honda Tuning magazine project is going to be aimed at the average CR-Z buyer looking to increase handling, appearance, and performance, while still maintaining that nice gas mileage.