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Okay, so the 2011 Honda CR-Z isn't exactly the modern-day CRX redux that we were all hoping for. Mildly upsetting, yes, but perhaps this disappointment tarnished our initial impression of this newest hybrid offering from Honda. We still have many questions about its form and function, but need to accept the fact that times have changed, Honda's product strategies have been realigned to the times and the CRX shall remain a modern classic – especially the Si. Besides, this little two-seat hybrid isn't really all that bad. Really.

What we have here is an inherently good vehicle that doesn't make a whole lot of sense. It only has two seats and its EPA fuel economy numbers are underwhelming. A Ford Fiesta, for example, is more functional, less expensive and gets nearly the same combined fuel economy – at least compared to a manual-equipped CR-Z like our tester.

But don't write off the CR-Z completely. It may be a tough sell when looked at from a big picture perspective, but on its own, it's a pretty good little whip.

After spending a week with our North Shore Blue EX test car, we grew to rather like the CR-Z's design, though it is a bit awkward at first take. The oversized front maw doesn't really match up with the short, wedgy proportions of the rest of the car. What's more, the side profile highlights the fact that the front overhang is noticeably longer than the rear, and from most front three-quarter views, the CR-Z looks rather nose-heavy.

Out back, however, things are a little more put together. The split glass rear hatch and triangular taillamps are reminiscent of the original CRX, but we can see a bit of its larger brother, the Insight (both the original and new one), as well. Interestingly, though, the rear view seems to be the most polarizing among the general public. Within the span of 30 minutes, we had one passer-by make mention of the CR-Z's "butt-ugly butt" and another commented on how modern and high-tech it looked. To each their own, but we're quite fond of the rear design, even though the split in the glass cuts right through the middle of your rear-view mirror sight-lines. Even so, it's no worse than trying to look out the back of a properly winged Subaru STI.



Visually, the only difference between our loaded-up EX tester and the base CR-Z are the addition of front foglamps. All models get the same set of 16-inch alloy wheels you see here, though Honda does offer an attractive set of 17-inchers as a dealer-installed accessory. The larger wheels would better fill out the relatively large wheel wells, not to mention add an extra dose of sportiness, since Honda is, after all, trying to convince us that the CR-Z is a sports car... of a kind.

Looking inside, the whole "hybrid sports car" theme is nicely presented. The futuristic dash display speaks to the eco-mindedness of the CR-Z, and the nicely bolstered, supportive seats and short, nubby six-speed manual shifter are sporty visual cues. Furthermore, all of the car's controls are canted toward the driver, and we're big fans of the smaller-diameter steering wheel. Especially with the navigation screen in place, the interior looks great when lit up at night, though Honda is long overdue for an upgrade to its infotainment display technology – things are starting to look a bit pixelated onscreen.



The CR-Z's hatchback design would lead you to believe that it's relatively functional, and we don't have any complaints about the 25.1 cubic feet of cargo space. Instead of fitting a second row of seats, Honda has opted for clever storage compartments and a divider that can be folded flat to accommodate larger haulables. Would we prefer a two-plus-two seating arrangement? No. We can't imagine that those rear seats would be used for anything except shopping bags and the original CRX didn't have rear seats, anyway.

But while the phrase "hybrid sports car" works for the interior design, it's not as well played out when it comes to the CR-Z's on-road manners. Power comes from Honda's Integrated Motor Assist technology, pairing a 1.5-liter i-VTEC four-cylinder engine with a small electric motor. The gas-powered mill is good for 122 horsepower and 128 pound-feet of torque and the electric motor churns out 13 hp and 58 lb-ft, though unlike most parallel hybrids, the CR-Z is a mild hybrid and can't be powered by its electric motor alone. Honda says that maximum torque thrust is available as low as 1,750 rpm, but these i-VTEC four-pots aren't known for their low-end twist – it's all about the high-revving power here, which goes against the point of a hybrid powertrain.



Because of this, fuel economy is meager for a hybrid – our six-speed manual-equipped tester is only rated at 31/37 miles per gallon city/highway (CVT-equipped models hit a more respectable 35/39 mpg). A larger Ford Fusion Hybrid will net you 41 mpg in the city, and even a standard gas-sipping Hyundai Sonata will get you 35 mpg. This proves to be the CR-Z's biggest selling hurdle, as consumers expect cars with a hybrid badge to be substantially more fuel efficient than similarly equipped cars powered solely by an internal combustion engine, and mild hybrids like the CR-Z don't meet that expectation. We wish we could report that real-world fuel economy is better than expected, but we only averaged about 33 mpg during our test.

We drove the CR-Z in all three of its driving modes (Eco, Normal and Sport), though left the car in Normal mode for the majority of the week. Sport mode is nice, as it tightens the steering and improves throttle response, but fuel economy will suffer under these conditions. Eco mode isn't a total bore, though – Honda's light, involving steering rack still keeps things interesting, though the reduction in power delivery makes the CR-Z feel extremely sluggish off the line. There's really no perfect blend of sport and efficiency, though the CR-Z still has enough moves to keep things entertaining on the road.



The CR-Z isn't quite a canyon carver, but its firm suspension and adequate steering feedback are enough to provide an engaging experience for the driver. It's certainly more engaging than your run-of-the-mill Prius, but a Volkswagen Golf TDI will is more enthusiastic, not to mention more fuel efficient. The do-it-yourself gearbox is super smooth, allowing you to fire off quick, slick shifts while still keeping the revs planted in the CR-Z's powerband. Honda's start-stop system works well with this application, with the engine firing up instantaneously when you click the shifter into first gear. Having six cogs to work with means plenty of shifting is required to keep the car hustling, but good throttle feedback and a linear clutch action make for happy cogswapping all day long. As mentioned earlier, the CR-Z can be had with a continuously variable transmission, though we've yet to find a CVT that's preferable to a manual if given the choice. If you just want the CR-Z with the best fuel economy, however, the CVT is the clear winner.

Overall, the CR-Z isn't worthy of a sports car badge, but it is by far the best-driving low-cost compact hybrid we've come across. It feels less like an appliance (Prius) and more like a focused driver's car, even though you won't have much to show for in terms of sheer performance or mileage numbers. And this is where the CR-Z starts to lose its appeal. As soon as you consider the larger scope of what the Honda hybrid is trying to accomplish, your disappointment will start to outweigh any of the good vibes felt from behind the wheel.



It's a tough sell, this CR-Z, but with prices starting below $20,000 and topping out just above $23,000 with a CVT and navigation, Honda will attract a few buyers who are sold on the car's appearance and unique positioning within the marketplace. It's a relatively pleasant car to drive, the interior looks and feels great and its forward-facing design should easily stand the test of time, but we'd be fools not to consider a raft of other options before deciding upon a CR-Z. Your $20-23K may be better spent on a base Mini Cooper, Ford Fiesta or Honda Fit – all three cars are just as good if not better to drive as the CR-Z, and their similar fuel economy and far more practical shapes far outweigh our desire to break the mold of the traditional subcompact set. So take off your rose-colored glasses, CRX fans. This is the future, though it really isn't so bad.

It goes without saying, but we're going to go ahead and say it anyway: Crossovers are so hot right now. According to data compiled by Ford, the CUV industry has expanded 220 percent since 2006, which is the year the Blue Oval introduced the world to the Edge, its main player in the hotly contested market.

Ford also contends that the over 400,000 Edge CUVs have sold since late 2006, making it the best-selling mid-size crossover over that period of time. Don't expect that growth to slow down any time soon, either, as Ford projects the CUV segment will increase another few percentage points in 2011. In fact, the market for CUVs will grow to be as large as that of full-size pickup trucks.

In order to meet the increased demand it expects for CUVs, Ford has sharpened its Edge (sorry, couldn't resist) for the 2011 model year. Of special note are the two new drivetrain choices that join the standard 3.5-liter V6 engine, a 2.0-liter EcoBoost with 285 horsepower and a 3.5-horsepower 3.7 Ti-VCT V6 in the newly beefed-up Edge Sport.

The House that Henry Built is also quick to point out that its next-gen Edge will come with a full suite of technology options, including Sync and MyFord Touch. So, will all of this added goodness equal a worthwhile improvement to the hot-selling previous-generation Edge?

General Motors has reached an agreement with one of its primary Chinese partners, Shanghai Automotive Industries Corp. (SAIC), on the joint development of powertrains for small vehicles.

GM and SAIC will develop and produce a family of four-cylinder engines ranging from 1.0- to 1.5-liters with direct injection and turbocharging. The GTDI engines should cut fuel consumption by around 20 percent compared to similarly-sized engines with equivalent output.

The engine will be used in GM and SAIC vehicles in China and around the world, and to go along with the new engine, the partners will also develop a small dual-clutch transmission that should provide a 10 percent boost in efficiency over current six-speed torque converter automatics. Work on the engine and transmission will occur at GM's powertrain engineering center in Pontiac, MI and the Pan Asia Technical Automotive Center in Shanghai.

GM has yet to announced when the new powertrains will debut in production, but mid-2011 is a safe bet.

[Source: General Motors]

Do you drive a 2010 or 2011 BMW 5 Series or 5 Series GT? If so, you’ll be hearing from BMW in the very near future, as all models of 5 Series cars are being recalled. At issue is a fuel level sensor which can get stuck on the inside of the fuel tank, indicating a higher level of fuel than the car actually has. Drivers can unintentionally run their vehicle out of fuel, increasing the risk of accident, especially in traffic. No accidents have been reported to date.

Motor Authority reports that approximately 6,100 vehicles, having build dates between January 12, 2010 and July 1, 2010, are affected by this recall. BMW has yet to announce recall dates or a specific fix, which will likely involve replacing the fuel tank level sensor.

Not to be outdone by the likes of Aston Martin, BMW or Porsche, Audi has jumped into the sportback segment of the automotive market with the new A7. The concept of the sportback is simple. Take a four door sedan but streamline it so it gives off the impression that it is in fact a two door coupe. Then combine in the versatility of a hatchback and POOF… instant sportback. Porsche has the butt ugly Panamera, BMW has the 5 Series Gran Turismo and Aston Martin now has the stunning Rapide.

Design wise it’s difficult to make a car in this configuration and have it look good. In fact up until now Aston Martin was the only manufacturer to nail it. Audi however is coming in hard and fast with the A7 and truth be told, it’s a good looking automobile. The new A7 has design elements that give its body line a low-slung, aerodynamic look and feel. Combine that with the long sloping hood and chopped rear deck lid and you have one aggressive looking gran touring sedan.

From a visual standpoint the A7 is light years ahead of BMW’s 5 Series Gran Turismo and Porsche’s turtle shaped Panamera. The real question though is how is this going to affect the sales of Audi’s other big beauty, the A8. Side by side both cars exude power, elegance and sophistication, as a buyer though I’d think I’d be torn on which one to buy.

From a technical standpoint the new 2011 Audi A7 features fun toys like touchscreen navigation, a Bang & Olufsen stereo system with 1,300 watts of power (that may be overkill), full bluetooth capabilities and just about every current automotive safety feature known to man. Right now there is not too much information for those of us here in the States, but stay tuned because as soon as we learn more, you’ll learn more.

Most small American supercar companies don't seem to have the best of luck, which is why we were somewhat skeptical when we first heard of ICONIC Motors. The concept was impressive if not somewhat unbelievable – a lightweight roadster with an aluminum 6.9-liter V8 putting out 800 horsepower with design cues inspired by the legendary Shelby Cobra. The GTR, as it was then named, made its debut at the 2008 Amelia Island Concours, and we got our first look at the car at the New York Auto Show shortly thereafter.

We haven't heard much from ICONIC since then, but apparently the company has been quite busy finalizing the production version that includes a few design changes from the original concept. In the last two years, ICONIC has also formed a partnership with AC Cars, and the car has officially been renamed the AC Roadster. ICONIC has scheduled a 2011 release date for customer cars and states that they currently taking orders.

[Source: ICONIC Motors]

By most accounts, something went awry while Subaru was baking the last generation Impreza WRX STI. Maybe someone slipped in an extra cup of civility or forgot to add enough dashes of hardcore, but what was once little more than a thinly-disguised rally stage escapee had come out of the oven a little weaker than its predecessor. Subaru itself diplomatically admits that the priorities for the last generation STI were somewhat different from the 2011 model. The company stripped the line down to just the five-door hatchback in 2008, stressing functionality over style, and the whole recipe simply felt less focused than what we had come to expect from Japan's all-wheel drive hero.

But that was then, and this is now. The company assures us that for 2011, we can expect a return to the fundamentals that helped establish the STI as a force to be reckoned with. Though the drivetrain remains unchanged, a slew of suspension adjustments and a lower stance have given the STI the ability to hoover up tarmac and gravel stages indiscriminately once again. It isn't a completely new generation – more like a much needed do-over – but the changes are enough to make the 2011 model instantly recognizable from behind the wheel.

If that's not enough to convince you, allow us to direct your attention to the rear of the resurrected four-door body style, dominated once again by the kind of spoiler that could double as a civil engineering exercise. Yeah, baby. The STI is back, and on more than just a wing and a prayer.

In five-door guise, the WRX STI looks much as it did last year. There are a few subtle changes to the fascias front and rear, but otherwise, the body is nearly identical to its ancestor. Buyers and fans alike will be hard-pressed to miss the newest addition to the option sheet, though: the return of the four-door. Subaru hasn't offered the meanest variant of its sedan since 2007, largely because the rally set kept clamoring for a car with a shorter rear overhang. Unfortunately, most American buyers still can't seem to wrap their heads around the concept of a hatch that can get up and go.

Though the base WRX now comes straight from the factory with the same widebody treatment as the STI, you should have no problem picking the more sinister variant out from a crowd. The four-door comes straight off of the boat with an iconic STI rear wing and a smattering of delicious red badges snugged over the grille, fender heat escapes and rear trunk lid. Those with an eye for detail may also pick up on slightly larger 18x8.5-inch wheels and a stance that has been dropped by a marginal four mm. Look closely, and you'll also notice the STI-only Dunlop SP Sport 600 Summer tires, with their gooey Pangaea-sized tread blocks.



Complete with its rear wing, the sedan version of the 2011 STI looks downright menacing. The widebody treatment is easier to spot compared to the five-door version, thanks in part to the bulging rear quarters, and the overall effect is a squat, muscular stance. While the look is a little showy for the less potent WRX, it's right at home on the mighty STI.

Inside, Subaru has included a few tricks to help distinguish its performance trim from the rest of the pack, including leather bucket seats in Limited trim. Just like last year, a few of those sexy STI badges have migrated indoors, situating themselves on the headrests, steering wheel and center console. The designers have removed the majority of the faux-metal trim on the dash in favor of black plastic accents, though the easily-scratched material remains around the shifter. In our experience, the silver-effect trim looks sharp while brand-new, but doesn't stand up to the wear and tear of normal use very well. We would just as soon see it all deleted from the cabin.


As we said earlier, the drivetrain is a direct carryover from 2010, though you won't hear us complain. At 305 horsepower and 290 pound-feet of torque, the turbocharged 2.5-liter flat four-cylinder has no problem mustering up jackhammer levels of commotion. Bolted to an excellent six-speed manual transmission and one very adjustable interpretation of the Subaru all-wheel drive system, the go bits can launch all 3,384 pounds of four-door to 60 mph in a scant 4.9 seconds. Driver's unfamiliar with the turbo Subaru philosophy will likely notice a hefty touch of turbo lag, but it wasn't enough to concern us, especially considering how often we kept the tach pointed due north. Surprisingly enough, the sedan's aerodynamics allow it to carry a top speed of 158 mph – three mph faster than the hatch.

Don't think that Subaru has simply dropped a hotter drivetrain and a reworked suspension into the WRX and called it a day, though. The engineers claim that both the sedan and hatch STI platforms are vastly stiffer than their WRX counterparts, thanks largely to a number of high-tensile steel reinforcements sprinkled through the structure to help it handle the extra horsepower. That means that even if you managed to swap all of the necessary STI hardware into a WRX after the two had left the factory, the latter still wouldn't be as quick as the former around your favorite road course.



In order to help the 2011 STI recoup some of its lost menace, Subaru's engineers fitted the car with front springs that are 16 percent stiffer than the bits found on last year's car. Impressive, sure, but not nearly so eye-widening as the 53 percent stiffer rear coils. As a compliment, the car also wears slightly larger sway bars, too – up one mm front and rear to 21 and 19 mm, respectively. Combined with the slightly reduced ride-height, the whole package is designed to help the 2011 STI retake its throne as a first-class tarmac terror, but the icing on the cake has to be the car's new pillow ball bushings where the front wishbones meet the body structure.

Instead of a traditional rubber bushing, Subaru has decided to go with a steel ball nestled in a metal sleeve. While the sleeve is surrounded by thin strips of rubber to help isolate that cabin from some of the noise and vibrations of the suspension, the ball-in-socket design yields significantly lower amounts of lateral flex, helping to keep the STI's camber and toe in check under extreme driving conditions – the kind of stuff we tend to put a vehicle through on the way to the grocery store.



All told, Subaru says the changes have resulted in a .93 g pull on the skid pad. Not a bad improvement over the .90 g of last year's model. Since we can already hear the rancorous cacophony of fan boy keyboards in full assault over the fact that the 2010 WRX STI Special Edition managed a heady .92 g, allow us to point out that the new version borrows nothing suspension-wise from that model. Furthermore, don't expect to see the same stripped-down, less expensive SE in 2011 guise. The car won't make a return for the next model year.

Spring rates and skid pad numbers are interesting and all, but in the end, we only really care about how well the car scoots around a track. Subaru lined us up with both a 2010 and 2011 model and allowed us to clip off three laps on a small road course with each. The differences were night and day. While muscling the 2010 around the course, we were met with a fair bit of understeer and substantially more body roll than expected in a performance machine of STI caliber, especially given the car's otherwise firm ride. That meant that certain turns required a slower entry speed and our overall lap times were not up to par.



Jumping straight into the 2011, we were immediately met with more settled, planted suspension. The STI relied less on its sticky Dunlops to get around the course than its predecessor, and made us feel like we had more skill behind the tiller than we actually possess. For the first time in two years, the STI felt closer to what we remember from the first-generation bruiser – hard hitting acceleration blended with a sophisticated suspension and brake system.

Given the more aggressive spring rates, you'd expect the 2011 WRX STI to handle like hay cart on speed, but as we spent the better part of an hour slithering up and down the tarmac that clings to the mountains around Aspen, Colorado, we honestly couldn't discern a difference in ride quality between the new model and the old. We're assuming there's some fancy damper work going on here, but no one is saying for sure. The brakes remain colossal units from Brembo, complete with four-pot clamps and 13-inch rotors up front and two-piston calipers squeezing 12.6-inch discs out back. The system is fully capable of yanking your fillings out of your teeth if you get too liberal with the middle pedal. Yes, we love it.



We have to congratulate Subaru for rearming the STI. In a world of ever eroding performance in favor of poseur looks and not much else, the company has done an intelligent job of refocusing the car toward what made it a success to begin with. The big question, of course, is how much is all of that aggressive engineering going to cost you? That all depends on what you want out of life. Subaru will be happy to put you in the four-door WRX STI for a mere $33,995 – a mere $1,000 more than the 2010 WRX STI Special Edition went for in 2010 and a full grand less than the standard model.

Things get a little more pricey when you move to five-door trim, though. If you want the functionality of the hatch, get ready to pony up $35,995. Why the extra coin? Subaru is throwing in those sexy BBS wheels as standard equipment on the long-roof version of the car, a $2,000 option otherwise. The real tragedy of this scheme is that no matter how much you pay, you still can't get them the rollers dipped in the gold paint of the old rally warriors. That is, unless you bust out your own can of Krylon. Maybe next year.

We've just gotten off the horn with Ford's SVT performance division, and we've learned that the Blue Oval's hot-rod arm is going to limit production of the 2011 Shelby GT500 to 5,500 units for this model year. According to Ford spokesman Henry Platts, the move is not the result of slow sales, but rather a desire to maintain exclusivity. In fact, sales of Ford's king of the Mustang range have "exceeded expectations," with in excess of 3,300 orders already placed.

The 550-horsepower GT500 has not only been performing surprisingly well in a down economy, it's been going out the door loaded-to-the sills with options. According to Platts, there have been three times as many GT500 coupes ordered with the $1995 glass roof option as compared to the regular Mustang. In the "News That Makes Us Happy" category comes word that a full 68 percent have been spec'd out with the $3,495 performance package (includes 19- and 20-inch painted forged alloys, 3.73 limited-slip, tuned suspension, Gurney flap rear spoiler, etc.), and additionally, 70 percent of all GT500s have been ordered with the $2,340 electronics package (navi, dual-zone HVAC and Sirius/HD radio). With the GT500 starting at an out-the-door price of $49,495 before options, we're guessing that the GT500 is more than carrying its weight for Dearborn's bottom line.

While Ford is limiting total output of the GT500 to 5,500 units for 2011, Platts says the automaker has no plans to dictate how that shakes out in the coupe/convertible bodystyle mix. That said, if you've been fence-sitting on whether to pick up a GT500 of your very own this year, might we suggest that you make up your mind... quickly.


[Source: Ford]