Honda CR-Z review

Overview

If you like the act of changing gear but do not need a hot hatch, the CR-Z offers an unusually specific answer. This review covers the UK facelift Sport, sold from January 2013, with the six-speed manual and the revised lithium-ion-assisted 1.5 petrol. Earlier cars use a different battery and have less combined power; grey imports and the heavier GT are not the specification reviewed here. Its natural brief is a daily car for one or two people who enjoy taking a quieter road home. RoadMatch has not driven a test car for this review. The buying advice draws on Honda's period release and independent UK accounts of the facelift and the wider generation.

Exterior and interior

The roof drops towards a short tail, and the rear glass is divided by a horizontal break. That gives the car much of its character but also cuts across your view of traffic and obstacles. Check your over-the-shoulder view on an unfamiliar junction and reverse into a normal parking bay on the test drive. In front, the dashboard is built around the driver, with large instruments and a dedicated electric boost button on the wheel. Do not assume the Sport has the leather and glass roof seen on a GT. Check that the driver's seat support and the position of the wheel suit you, and look closely for damage to the low front bumper and alloy rims.

Practicality

Treat it as a two-seater with a flexible luggage area. The rear seats exist, but the low roof and limited room behind a normal driving position make them a poor choice for regular passengers. The RAC gives 225 litres with the facelift's rear seats in place and 401 litres with them folded. Its source does not specify a measurement method, so use those as packaging context, not as a like-for-like comparison with a modern hatchback. Try the hatch opening with your regular bags; the size of the hole and the raised loading floor are more important than the headline volume. Check the rear seat restraints and handbook if any child will travel in the car.

Driving experience

The CR-Z's appeal comes from making ordinary speeds interesting. The manual lets you choose the engine speed, and the hybrid assist changes how briskly it responds without making every junction feel like a sprint. Independent reviews make clear this is not a particularly fast car in outright terms. The difference between Sport, Normal and Econ is worth sampling on a test drive, but no mode should be used to excuse hesitation or warning lamps. For a car this age, matching tyres, sound suspension and a clean clutch take priority over accessories. Try it on a broken surface as well as a smooth one; a short drive around a dealer's block won't tell you how it behaves on your commute.

Performance

Honda gives 137 PS combined, equivalent to roughly 135 bhp, and 190 Nm for the updated 1.5 petrol and electric motor together. The claimed 0–62 mph time is 9.1 seconds for the Sport, versus 9.5 for the GT. Neither is a 0–60 mph measurement. The facelift's S+ control can call on electric assistance for a brief burst when battery and operating conditions allow. It is not a separate power output or a guarantee that maximum assistance will always be available. A test drive should include a warm uphill acceleration and several clean shifts; expect engaging response rather than the effortless shove of a strong turbocharged rival.

Fuel economy

The facelift Sport's combined figure is 56.5 imperial mpg on the older NEDC cycle. The equivalent GT has a different figure, and modern WLTP claims are not directly comparable. For a used-car budget we work with 45 mpg, not a promise based on the laboratory result. At 8,000 miles and £1.45 a litre, that means roughly £1,170 of petrol. If your short-trip use gives 40 mpg, the same arithmetic comes out around £1,320. There is no plug-in routine or separate electric range to budget for. Check clean-air-zone eligibility with the actual registration if the car will go into a charging zone.

Reliability

This is now an older specialist car. We have not used a representative fleet failure dataset for the UK facelift Sport and rate our confidence as limited. Service evidence, a clean cold start and a hybrid-capable diagnostic inspection matter more than a general Honda reliability reputation. Ask a specialist to check the assistance and regeneration behaviour, alongside both battery systems and any stored warnings. Exercise the clutch and every gear, watch for uneven tyre wear and inspect the underside for damage and corrosion before committing. These are age- and design-specific checks, not a claim that every example suffers a fault. Obtain quotes first if a car has unresolved hybrid or gearbox symptoms.

Safety

Euro NCAP published a 2010 assessment of the pre-facelift CR-Z under its historical test protocol. That is useful generation context, not a separate crash test of the 2013 UK Sport or a result directly comparable with a current car. Honda identifies stability assistance and airbags for the European generation; confirm that the actual car has no restraint or stability-control warning and look for signs of poor crash repair. The tiny rear seats make child-restraint installation worth checking against the handbook and the equipment you own. Run the government's safety recall check by registration and ask Honda to confirm the VIN. An old assessment cannot tell you the current condition of a specific vehicle.

Technology and features

Rear parking sensors are worth confirming on the Sport because visibility is compromised low down and diagonally behind. Sport-T and GT-T are names worth recognising in adverts: RAC identifies those as the navigation-equipped derivatives, so a screen or Bluetooth description does not by itself identify an ordinary Sport. Do not pay for the promise of phone mirroring without testing it. Apple CarPlay and Android Auto were not part of the original facelift specification; an aftermarket unit needs to be assessed separately. Check radio reception, climate controls and the electric assistance display, and listen for sensor operation while reversing slowly. Ordinary parking aids never make the split rear screen disappear.

Running costs

For November 2026, treat £4,500–£8,500 as a broad editorial shopping budget for the reviewed derivative, not a verified market valuation. Fuel at 8,000 miles, 45 mpg and £1.45 a litre works out at approximately £1,170. Reserving roughly £200 for tax and £580–£1,030 for servicing, MOT and consumables gives a planning total near £1,950–£2,400 before insurance, finance, depreciation and any larger repair. Verify tax and insurance using the registration. A hybrid diagnostic visit is worth pricing before purchase, and an uncertain battery or tired set of tyres can quickly undo a low asking price. A good example with clear invoices is more useful than an attractive example whose maintenance you have to reconstruct.

Advantages and disadvantages