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"         When we discovered that &amp;#039;s upcoming hybrid sporty car, the CR-Z, had already gone on sale in Japan (several months earlier than in the U.S.), the decision to fly over and be among the first American car magazines to drive it was an easy one to make, especially when considering that one of my good car-journalist friends, Yohei Hashimoto, had just purchased a CR-Z and offered a drive of it on a racetrack. The deal was made even sweeter when Spoon Sports, a prominent Japanese Honda tuner and race team, asked if I would be interested in driving the world&amp;#039;s first tuned CR-Z, one with added power and improved handling.       2011 Honda CR-Z Specifications       List price     est $20,000       Curb weight     est 2560 lb       Weight distribution, f/r     62/38       Wheelbase     95.8 in.       Length     160.6 in.       Width     68.5 in.       Height     54.9 in.             Engine       Type     alum. block &amp;amp;amp; heads dohc 4-valve/cyl inline-4 IMA hybrid       Bore x stroke     73.0 x 89.4 mm       Compression ratio     10.4:1       Horsepower (gasoline engine)     111 bhp @ 6000 rpm       Horsepower (combined w/elect. motor)     122 bhp @ 6000 rpm       Torque (gasoline engine)     106 lb-ft @ 4800 rpm       Torque (combined w/elect. motor)     128 lb-ft @ 1500 rpm       Fuel injection     elect. sequential port       Recommended fuel     regular       Transmission     CVT             Chassis &amp;amp;amp; Body       Layout     front engine/front drive       Body/frame     unit steel       Brakes, f/r     vented discs/discs, ABS       Wheels     cast alloy, 16 x 6J       Tires     195/55R-16       Steering     rack &amp;amp;amp; pinion, power assist       Suspension, f/r     MacPherson struts, coil springs, tube shocks, anti-roll bar/H-shaped torsion beam, coil springs, tube shocks             Fuel Economy       City/highway     est 36/38 mpg       Fuel capacity     10.5 gal.             Performance       0\u201360 mph, sec     10.5       0\u2013100 mph, sec     30.0       \u00BC-mile, sec     17.6 @ 80.1 mph       Although the media buzz surrounding the CR-Z has been tame so far in the U.S., within the walls of Honda&amp;#039;s head offices in Tokyo, this new hybrid represents a big turning point in the way the company will build sports cars in the foreseeable future. That&amp;#039;s saying a lot when you consider this car is being treated with about the same level of importance as the S600, and the Acura NSX.   That said, when you look at its specs, one thing is crystal clear: To say that the CR-Z is a true sports car would be like calling takeout sushi a gourmet meal. The car is front-wheel drive and powered by a hybrid powertrain that consists of a 1.5-liter dual-cam inline-4 (the same i-VTEC engine as in the Honda Fit) and an electric motor, producing a paltry 122 bhp combined. And it&amp;#039;s not exactly lightweight, tipping the scales at an estimated 2560 lb. But what makes this car special is that, like its spiritual predecessor, the CRX, its compact dimensions and rigid chassis allow it to make up in handling what it gives up in brute force.   We gathered at Sodegaura Forest Raceway, a new racetrack about an hour east of Tokyo in Chiba Prefecture, to wring out this car. Hashimoto&amp;#039;s bronze CR-Z looks larger in the flesh than in photos and is quite a bit larger than the CRX. Also, the Japan-market version is a 2+2; our CR-Z will be a 2-seater. Honda says that despite the extra seats in the Japanese car, the curb weight will be close to the same. The CR-Z stretches 160.6 in. from bumper to bumper with a 95.8-in. wheelbase. (The 1986 CRX had an overall length of 148.5 in. and a wheelbase of 90.6.) The exterior styling of the CR-Z is sporty, with a face characterized by rectangular headlights and a large grille mimicking the snout of a bull shark. The character line that runs from the flared front fenders to the taillights gives the car a dynamic profile, making it seem like it&amp;#039;s in motion when standing still.   Step inside, and the cabin is classic Honda. The dashboard is a tasteful presentation of form following function as all the main controls surround the driver, and the video LCD monitor is mounted right in the middle of the dash. There&amp;#039;s plenty of head room here, as my 5-ft. 8-in. frame experienced no problems getting in and out of the car\u2014anyone up to a half-foot taller should have no problem getting comfortable.   The gasoline engine comes to life as you turn the key. After you get moving, it&amp;#039;s programmed to shut off whenever the car stops, such as at a light or when in rush-hour traffic. Honda&amp;#039;s IMA (Integrated Motor Assist) system allows the CR-Z to attain AT-PZEV (Advanced Technology-Partial Zero Emissions Vehicle) status, and get about 36/38 mpg (with the CVT). Honda believes it&amp;#039;s likely the greenest affordable sports coupe in the world.   The CR-Z is equipped with three driving modes: Sport, Normal and Economy.Press the Sport button to get the most aggressive setting for throttle response, electric power steering effort and electric motor power assist. The CR-Z gets off the line in a spirited manner, feeling like it unleashes all of its 128 lb.-ft. of torque at once. The forward surge doesn&amp;#039;t last long as the engine runs out of steam when it hits the 4000-rpm mark. We ran our acceleration tests with a CVT-equipped car, which felt quicker than the test numbers actually indicate. It hit 60 mph in 10.5 seconds and the quarter-mile mark in 17.6. We hope the 6-speed manual will be a step quicker.   But a car doesn&amp;#039;t have to be fast in a straight line to be sporty, as fans of the and even the Honda CRX can attest. The compact CR-Z hatchback turns in crisply, with the power-assisted rack-and-pinion steering providing excellent feel and precision. There&amp;#039;s noticeable understeer at turn-in, and the rear does come out if you brake too hard into a corner. The weight of the battery and gasoline tank placed near the rear of the car helps the weight distribution, which is 62/38 front/rear. Ride quality is excellent, thanks to the suspension\u2014MacPherson struts up front and an H-shaped torsion beam at the rear\u2014and stiff chassis. Although our stint with the car on public roads was limited, it&amp;#039;s obvious that the CR-Z flourishes on the open road and in big-city traffic. In short, it&amp;#039;s a car that anyone, from urban commuters to enthusiastic weekend canyon carvers, can enjoy.   The CR-Z is expected to go on sale in the U.S. in late summer. Although prices haven&amp;#039;t been announced, it&amp;#039;s safe to expect they&amp;#039;ll range from about $20,000 to $28,000. 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<http://www.roadandtrack.com/car-culture/a15800/2011-honda-cr-z-2/>