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| 2011 Honda CR-Z Mugen Concept |
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| 2011 Honda CR-Z Mugen Concept |
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| 2011 Honda CR-Z Mugen Concept |
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| 2011 Honda CR-Z Mugen Concept |
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| 2011 Honda CR-Z Mugen Concept |
Mugen took advantage of the torque given by the electric motor at low rpm and built on that, boosting induction using a supercharger to provide torque after the electric motor peaked, resulting in a flatter and longer torque curve. This means that more torque is available throughout the rev range.
Although the electric motor contributes less than 20 PS to the overall power, it does this almost instantly by generating its maximum torque between 1,000 and 1,500 rpm. However, where in the standard car this causes the peak torque to occur at less than 25 percent of the engine range, with the Mugen iCF the performance does not drop off at this point - as the power/torque graph for the 'stage 1' engine shows.
Early tests with a prototype car based on a standard CR-Z and a mid-tune engine have given 0-62mph times around that of the Civic Type R's official time of 6.6 seconds. With up to a further 15 percent increase in power to come over this 'stage 1' engine and with approximately 50kg reduced from the chassis, overall performance is on course to meet Mugen's original Type R targets.
How does the Honda CR-Z Mugen differ from the standard Honda CR-Z?
Mugen stripped and rebuilt the engine to enhance durability and reliability under increased loads and added supercharged forced induction to provide more horsepower and a flatter ascending torque curve.
As well as improvements under the bonnet, Mugen has used its extensive motorsport and Honda tuning experience to further develop the chassis dynamics, with 5-step adjustable dampers fitted front and rear, and an increase in track width. A sports exhaust has been added to aid engine breathing, and chassis weight has been reduced to assist handling and acceleration/ deceleration. The suspension also improves the control of body roll, while 17-inch lightweight forged alloy Mugen GP wheels allow the use of larger tyres without any unnecessary increase in unsprung weight, to promote better traction and response and to maximise the benefit offered by the limited slip differential that has been added. Bigger brake discs and 4-pot monobloc callipers help stop this powerful car.
Complementing the increased power is the addition of a Mugen body kit including bumper under-skirts, front grille, side skirts and rear wing along with a carbon fibre bonnet and doors to give the car a fierce appearance which matches its powerful credentials.
How much lighter is the car than the standard CR-Z?
The Honda CR-Z Mugen is 50kg lighter than the standard model which, when coupled with the power uplift, gives the car an impressive power to weight ratio approaching 5.4:1.
This has been achieved by using full dry carbon fibre bonnet and doors, which reduce weight considerably, as does the replacement of the front seats with lightweight racing versions, and the removal of the rear passenger seats.
Some components actually add to the weight of the car but earn their place in the specification with their enhanced capabilities. The front brake callipers are a good example. As 4-piston callipers they offer superb stopping power with minimum brake fade even after extended heavy use, and being made completely in one piece, the installation is extremely rigid, ensuring consistent contact between the disc and the pad.
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