After a virtual first acquaintance with the Honda CR-V crossover in Ukraine, I finally had the opportunity to get acquainted with the car in person and share my impressions. And that’s what I’m going to do now – in the format of a detailed test drive of the new generation Honda CR-V.
Design: a modern classic of the crossover world
The new generation is already the sixth generation, to be as precise as possible. That’s how many models the Honda CR-V has changed hands over its nearly 30-year history. After all, the first copies of the Honda CR-V appeared back in the mid-1990s, and then the car became one of the founders of the compact-midsize crossover segment. The first and second generations of the Honda CR-V resembled a practical wagon with an engine compartment attached to it, while the third, fourth, and fifth generations of the model already looked more dynamic thanks to the pointed front end and original curves of the rear body pillar. What will the sixth generation Honda CR-V crossover offer?
I would say that the Honda CR-V now offers the epitome of strength and solidity. This is the impression created by the overall body silhouette with a clearly defined interior area and horizontal hood line, almost vertical grille and narrow headlights. The design of the new generation Honda CR-V is also memorable for the lights that bend around the rear window and enter the trunk lid.
By the way, if you look closely at the rear of the car, you will notice two elements in the corners of the bumper that look like exhaust tips. In fact, there is only one exhaust: from now on, the Honda CR-V crossover is available on the European market (and in Ukraine) only in the form of an economical e:HEV hybrid with fairly low fuel consumption and exhaust emissions – one pipe is enough for it to breathe freely.
The sixth-generation Honda CR-–V has not only significantly changed its style, but also gained significant size: for example, the length has increased by about 10 cm compared to its predecessor. In total, we have: length – 4.71 meters; width – 1.87 meters; height – 1.68 meters; wheelbase – 2.7 meters. The exterior is memorable for the predatory look of the headlights, which are outlined by turn signals from above, as well as complex curved lights with a hint of Volvo. The dark graphite 18-inch wheels are combined with tires that have a profile height for real life, not the automotive catwalk: 235/60R18 tires are used; together with a ground clearance of 194 mm, this promises to overcome forest dirt roads.
The interior of the Honda CR-V is also about real life: a relatively small central display, but with physical controls; a familiar round steering wheel with buttons for the most necessary functions; a separate climate control unit; and a large niche for things right below it, with wireless charging. Naturally, the new generation of the car was also updated with the launch of the new generation. The most noticeable change is the appearance of a horizontal line with hidden ventilation deflectors and the installation of the central display as a separate element at the top of the front panel. Contour illumination of the central cup holders and illumination lines on the doors along the silver decorative insert were also added.
А позаду додалось поздовжнє регулювання дивану, завдяки чому можна забезпечити ще більше простору для ніг, хоча й раніше не було на що скаржитись. Крім того, для задніх пасажирів пропонуються дефлектори вентиляції та підлокітник, а зручну посадку забезпечують великі дверцята з майже перпендикулярним відкриванням. Однак ось чого не знайти позаду, то це клімат-контролю або шторок на вікнах. Крім того, зустрічались скарги на жорсткість краю подушки сидіння, де розміщено пластиковий важіль регулювання дивану. Проте я цього не відчув – за умови нормальної посадки, тіло людини розміщується як раз в центральній зоні половинки дивану й сидіти м’яко та комфортно. Схоже, таке зауваження можливо лише у випадку навмисної посадки на самому краю заднього дивану. Але все ж – можете звернути на це увагу. Нарешті, ще зверніть увагу на розміщення круглих точкових елементів освітлення позаду. Вони вже знайомі по інших автомобілях Honda й забезпечують гарне освітлення, проте зазвичай встановлені ширше – але у випадку Honda CR-V встановлені майже по центру.
Finally, a few words about the trunk. And almost all of these words will be clearly positive: the trunk is large (587-1642 liters), there are several side niches for things and hooks for packages, and there is an electric lid. The only thing to note is that you can find only a tire repair kit in the trunk tray, but there is not even a temporary reduced spare tire, not to mention a full-size one.
Inside, the Honda CR–V crossover feels quite modern compared to its predecessors; but it’s also instantly understandable and homely. There’s a good amount of space, lots of physical controls, and large, soft seats (it’s just a shame that the front passenger seat doesn’t have height adjustment). The rear has a very simple and almost flat floor; in the trunk there are numerous hooks, niches, and… a hybrid system battery. This explains the lack of space for the spare tire. However, the hybrid is the main thing!
Technique: evolution of the proprietary e:HEV hybrid
The Honda CR-V crossover seems to be a smooth evolution of its predecessor. For example, it still has a load-bearing body and fully independent wheel suspensions. However, an aluminum subframe was used (-5 kg of weight was gained), body reinforcements and higher-strength steels were added (+15% of body stiffness was gained), and the suspension and steering mechanism were reconfigured. The e:HEV hybrid has evolved in a similar way (first analyzed on the example of Honda Jazz), and this is the most interesting thing.
Let me remind you that the basis of the hybrid system for the Honda CR-V model is an atmospheric 2-liter gasoline engine (148 hp and 189 Nm) operating on the Atkinson/Miller cycle, as well as an electric motor (184 hp and 335 Nm) and a battery located in the trunk. The electric motor is usually the main engine: the car starts moving on the electric drive, accelerates and reaches top speed on the electric drive. In most cases, the gasoline engine is only responsible for driving the generator that produces electricity, and then this energy is sent to the electric motor or to the battery. However, in some cases, at high speeds (highway driving), the gasoline engine can be directly connected to the wheels: the developers say that this scheme is the most efficient.
This is a general description of the e:HEV hybrid principle, which was already used in the previous generation Honda CR-V. What has changed? Firstly, the torque of the electric motor has increased: now we have 335 Nm – against 315 Nm before. Secondly, the maximum number of revolutions produced by the electric motor has been increased: now the maximum reaches 14.5 thousand revolutions per minute. This allowed us to raise the maximum speed: now the maximum speed is 187 km/h – against 180 km/h before. Thirdly, a 2-stage gearbox was used to connect the gasoline engine to the wheels, which expanded the range of speeds it can be used for direct mechanical drive.
The sixth-generation Honda CR–V may offer a 1.5-liter turbo engine paired with a CVT, a PHEV hybrid (for the first time for the European market), or even a hydrogen version of the FCEV in different markets. The latter option is unlikely to ever appear in our country; a PHEV hybrid is possible; however, I would rather have a 1.5-liter turbo engine. But as of today, the sixth-generation Honda CR crossover is offered in Ukraine with only one powertrain – the e:HEV hybrid, which was already found on the previous generation of the car, but has evolved. The following is promised for the hybrid: acceleration 0-100 km/h – in 9.4 seconds; maximum – 187 km/h; fuel consumption in the city (NEDC) – 2.8 liters per 100 km; fuel consumption on the highway (NEDC) – 6.9 liters per 100 km; although I would advise you to focus on the combined cycle fuel consumption (WLTP) – 6.6 liters per 100 km. So…
Behind the wheel: a hybrid can surprise you, but not the chassis
Yes, the hybrid meets expectations and even exceeds them. The acceleration control is linear and predictable, as if it were an electric car. Plus, there are no shifts in the automatic transmission (because there is simply nothing like that!) or any pauses from pressing the accelerator pedal. The gasoline engine turns on frequently, but barely noticeably, and in general, the rate of increase in its revs and sound correspond to the rate of increase in speed. Except for one moment: during maximum dynamic acceleration, when the gasoline engine reaches high revs and screams at the top of its lungs. But all this is justified by the result: just take a look at the dynamics measurement below – it turned out much better than promised!
That pleasant surprise from the suspension is gone. It seems to be trying to absorb shocks and allows you to keep up the pace on a broken road, but you can’t get total comfort here: sometimes noticeable jolts come into the cabin. Although I note that even the most modern Japanese rivals of the Honda CR-V sometimes have worse suspension and steering settings. After all, in the case of the Honda CR-V crossover, its steering wheel has an optimal-average sharpness (2.4 turns from stop to stop) and does not overload the hands with unnecessary effort. The car doesn’t mind winding roads and responds quickly to steering wheel turns. It’s just that the rather tall body shows noticeable rolls, and such a suspension can jump up on the next pit, and so the trajectory of the car will move slightly in the turn. As a result: an average level of comfort and handling. That is, in terms of chassis setup, this is just an ordinary middle-class family crossover. But with a very successful hybrid under the hood.
In addition, note the appearance of the DRIVE MODE driving mode selection system, which offers four settings. For example, in sport mode, the hybrid reacts more actively to pressing the accelerator pedal – according to the POWER meter, the power unit quickly reaches the range of 75-80-100% power; in normal mode, it usually operates in the range of 50-75% power; in ECON mode, it generally tries to stay in the 25-40% maximum power zone. Of course, even in this way it can be made to give out all the power – but you have to press the accelerator pedal and give yourself and the engine time to think: maybe not?..
Another interesting feature is that in sport driving mode, the second level of regeneration is immediately activated. In the other modes, however, the level of recovery – four in total – must be selected manually using the paddle shifters on the steering wheel. Finally, there is also a snow mode. Logically, it should actively engage all-wheel drive and forcefully keep the friction clutch between the front/rear wheels closed. But according to the torque distribution diagram (if it is reliable), the car always starts from all wheels in any mode and then gradually gives preference to the front wheels as speed increases.
Under the hood, there is a 2-liter atmospheric engine, but it is not the main engine here – it is the electric motor that is hidden somewhere inside, behind numerous wires. Offering only 135 kW or 184 hp of power and 335 Nm of torque, it performs on par with rivals with 200+ hp in terms of dynamics and is very fuel-efficient. Only in some cases is the gasoline engine connected directly to the wheels, as indicated by the gear in the diagram of the hybrid powertrain. So, my own observations: acceleration to “hundred” is given in 8.4-8.6 seconds (about a second better than promised); fuel consumption in the city is consistently within 6-7 liters per 100 km, with free roads and careful driving style, you can even get 5-5.5 liters; when driving on the highway at a speed of about 100 km/h – 5.5-6 liters per 100 km of the road.
Cost: how much does the Honda CR-V cost and who are the competitors
The Honda CR-V crossover is offered in Ukraine only with a hybrid powertrain, but you can choose the type of drive (front or all-wheel drive) and one of three trim levels – a total of four car options.
The Honda CR-V Elegance starts with an already quite extensive list of equipment: nine airbags/curtain airbags, dynamic stabilization system, forward collision warning, lane keeping assist and lane departure warning systems, adaptive cruise control, traffic sign information, mirror blind spot monitoring, side view camera, rear view camera, keyless entry and engine start, leather seat trim, power seat adjustments, heated front seats, 10.2-inch digital instrument cluster, dual-zone climate control, Honda Connect and 9-inch central touchscreen display, power tailgate, wireless charging, panoramic sunroof, LED headlights and automatic dipped beam, 18-inch alloy wheels, etc. Вартість автомобіля Honda CR–V e:HEV Elegance 4WD – from UAH 2 million or $50 thousand.
One level up is the Honda CR-V Elegance+ with the following additional equipment: Lane Departure Warning, Lane Change Assist, Lane Departure Mitigation, Heated Steering Wheel, etc. In addition, a front-wheel-drive only variant is available for a similar configuration, which helps to reduce the price. The cost of the car Honda CR–V e:HEV Elegance+ 2WD – from UAH 1.95 million or $48.8 thousand; the cost of a Honda CR–V e:HEV Elegance+ 4WD – from 2.09 million UAH or $52 thousand.
The maximum variant is the Honda CR-V Advance, which additionally offers the following: information projection on the windshield, memory of driver seat adjustments, front seat ventilation, heated rear seats, BOSE audio with 12 speakers, surround view cameras, adaptive high beams, and cornering lights. The cost of a Honda CR–V e:HEVAdvance 4WD car starts from UAH 2.26 million or $56.5 thousand.
The test car Honda CR-V was presented in the configuration that is now the initial model. However, even this configuration is the envy of competitors: not only a rearview camera, but also a side view camera; at the same time, there is also control of blind spots in mirrors and other active safety systems; a fully digital instrument panel and a small but easy-to-use central display; plus a leather interior and a panoramic glass sunroof. But you can also add a heated steering wheel, ventilated front seats, heated rear seats, and driver’s seat position memory – all of which are present in the higher (and even more expensive) Advance trim, which is already available to order. But even in this variant, there will be no 7-seater cabin, massage seats, a separate climate control zone behind – which is already offered by some competitors. Speaking of competitors…
For several decades, the main competitors have been Japanese cars of the same class. The crossover Toyota RAV4 offers a very wide range of versions (engines/drive types/equipment) and a good soft-energy suspension, but is inferior in terms of economy/dynamics to a hybrid. The Nissan X-Trail also offers a wide range of configurations and several engine options, plus it has good dynamics and the ability to choose a 7-seater interior; but the downside is the suspension tuning. In two cases, thanks to the existence of simpler initial versions, Toyota RAV4 and Nissan X-Trail can offer a significantly lower starting price tag. To put it bluntly: the start is given at about $30 thousand, and for $35-40 thousand you can already choose a lot of interesting things. Although if we talk about the maximum equipment (full hybrid, leather, panorama, all-wheel drive), the prices will be equal.
The next group of competitors is opened by the Mitsubishi Outlander: without a hybrid or turbo engine and with a rather high price tag, but also with a voluminous atmospheric engine and the ability to get a 7-seater interior. In addition, I would like to mention the Mazda CX-5, as well as a couple of cars Hyundai Tucson and Kia Sportage: an example of a slightly smaller size, only 5-seater interior, but also (importantly!) an attractive price tag. The difference is clear: if you want drive and emotion, go for Mazda, if you want comfort and prudence, go for Hyundai and Kia.
Finally, as for European competitors, the most likely rivals are the new Volkswagen Tiguan and Skoda Kodiaq – they are just now changing generations and the new cars are due to arrive in Ukraine soon. However, there is still a painful question of what price tag they will come with. But in general, the situation is clear: the Honda CR-V crossover finds itself in a very competitive environment where it is not easy to win the race for the wallet. And so…
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