Whereas overseas the CR-Z offers 2+2 seating – in theory at least – here it’s a two-passenger, two-door hybrid hatchback. Its single powertrain, a 1.5-liter inline four paired with a brushless DC electric motor, is mated to either a six-speed manual transmission or a continuously variable transmission (CVT) in both Base and EX trims. Inspired by the CR-X and derived from the Fit and Insight, the CR-Z aims to add sporting appeal to the hybrid arena. The chassis is a truncated version of the Insight's, with a wheelbase chopped down more than 4.5 inches for a total of 95.8 in the CR-Z. Overall, the CR-Z measures 160.6 inches, and it stretches up to a 54.9-inch height, but despite these shrunken proportions, the CR-Z weighs within 100 pounds of the Insight, topping off at a curb weight in excess of 2,600 pounds. With a combined power output of only 122 hp, don’t expect the CR-Z to define “sport” in the hybrid segment. At least its 128 lb-ft of torque – 123 if you choose the CVT – arrive at only 1,000 rpm and stay pretty constant until 5,000. Peak horsepower doesn’t show up until 6,000, but I wouldn’t stick around that long if I were you, as things get rather uncivilized after 5,000 rpm, and in the worst of ways. The engine is increasingly loud and unpleasant the further you push past the 5,000-rpm mark, enough that you’ll want to forgo the last grand of the powerband. So high performance isn’t this hybrid’s forte. Honda has been gracious enough to offer three drive modes, selectable by push button on the dash. Normal, Sport and Econ modes illuminate the dash in blue, red or green accordingly. Each setting offers unique throttle, steering and power profiles that sadly range from “not that sporty” to “not that efficient.” Truly, EPA estimates for the CR-Z fail to impress, with 31/37 mpg for the six-speed manual and 35/39 for the CVT. Project leader Norio Tomobe claims he used his BMW 325i as the benchmark for the feel of the CR-Z’s electric power steering system, and when in Sport mode, the steering feel is quite good, but falls far short of its benchmark. Normal and Econ modes provide noticeably different feels, but none combats the excessive roll and lean that are evident when attempting to actually drive the CR-Z in a sporting manner. No surprise here, as they made an effort to stiffen the chassis, but utilized the same suspension found under the Insight – MacPherson strut front and rear torsion beam. The rear suspension has been adjusted here, and both front and rear tracks have been widened, resulting in better handling than the Insight's, but again we’re falling far short of "sport." The same can be said for the hydraulic/regenerative braking system. It’s not bad, and in fact it’s entirely competent, but it’s certainly not sporty or even confidence-inspiring. And don’t forget the disturbing blind spots to the rear corners, an unfortunate result of the car's dramatically sloping roofline. In all, the CR-Z is an interesting foray into the sport-hybrid segment, but ultimately falls flat. A Mugen version will reportedly be out next year, and this will hopefully address at least the sport side of the equation, but I can’t imagine it’ll help the economic side as well. Meanwhile, best of luck to Honda as they look for a demographic that wants a mildly sporty, sort of efficient two-seat hatchback.