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THE AVERAGE LIFE cycle for Japanese cars is about five to six years, yet the Honda CR-V is already into its third incarnation after only being around for little more than a decade (11 years, to be precise). To date, the company has sold over 2.5 million units in more than 160 countries.
According to Honda, the soft-roader segment, which includes cars like the Toyota RAV4 and Mitsubishi Outlander, is extremely competitive, and the fact that the CR-V has held the leading position in many markets is no accident. But thhat just gives the new car large shoes to fill, of course.
In an effective bid to stay ahead of the competition, Honda has adopted a strategy which involves introducing new-generation CR-Vs more frequently than its competitors do with their models.
And in the case of the third-generation model, Honda has gone a step further by giving the car a totally different look from its predecessor.
Some of the more significant design changes include a much rounder roofline and striking C-shaped rear windows. The nose features a double-grille and extra-large headlamps, while the tailgate gets a curvy makeover and ditches the ungainly old spare wheel. It?s also now hinged more conventionally at the top, instead of at the side.
The spare wheel now sits under the boot floor, improving weight distribution.
In terms of dimensions, the overall length of the car has been shortened and both the front and rear wheel tracks are wider. The roof has been lowered and so has the vehicle's ground clearance. Coupled with a chassis that's 85 per cent more rigid than that of the old model, the
CR-V promises top handling ability for a Sports Utility Vehicle in this particular segment.
There are two CR-V variants available for our market. The entry-level car has an all-new 150bhp 2.0-litre engine, while the top-of-the-line model comes with a revised version of the 2.4-litre four-cylinder unit currently used in the Accord and Odyssey.
Unlike the Accord and Odyssey powerplants, the CR-V's 2.4-litre powerplant produces 170bhp (as opposed to 160bhp). The power hike is attributable to an increase in the engine's compression ratio and reworked intake and exhaust systems.
According to Honda, the soft-roader segment, which includes cars like the Toyota RAV4 and Mitsubishi Outlander, is extremely competitive, and the fact that the CR-V has held the leading position in many markets is no accident. But thhat just gives the new car large shoes to fill, of course.
In an effective bid to stay ahead of the competition, Honda has adopted a strategy which involves introducing new-generation CR-Vs more frequently than its competitors do with their models.
And in the case of the third-generation model, Honda has gone a step further by giving the car a totally different look from its predecessor.
Some of the more significant design changes include a much rounder roofline and striking C-shaped rear windows. The nose features a double-grille and extra-large headlamps, while the tailgate gets a curvy makeover and ditches the ungainly old spare wheel. It?s also now hinged more conventionally at the top, instead of at the side.
The spare wheel now sits under the boot floor, improving weight distribution.
In terms of dimensions, the overall length of the car has been shortened and both the front and rear wheel tracks are wider. The roof has been lowered and so has the vehicle's ground clearance. Coupled with a chassis that's 85 per cent more rigid than that of the old model, the
CR-V promises top handling ability for a Sports Utility Vehicle in this particular segment.
There are two CR-V variants available for our market. The entry-level car has an all-new 150bhp 2.0-litre engine, while the top-of-the-line model comes with a revised version of the 2.4-litre four-cylinder unit currently used in the Accord and Odyssey.
Unlike the Accord and Odyssey powerplants, the CR-V's 2.4-litre powerplant produces 170bhp (as opposed to 160bhp). The power hike is attributable to an increase in the engine's compression ratio and reworked intake and exhaust systems.
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DRIVING IT
The test car we drove is the range topper. The updated engine is hushed and it provides punchy low-end acceleration. Power delivery is remarkably smooth also, even in at high revs. The five-speed automatic transmission shifts flawlessly and it's commendably responsive.
The stiffer chassis, lower centre of gravity, revised suspension, wider tracks, shorter wheelbase and enhanced four-wheel drive system make the CR-V an agile performer around corners.
There's no hint of body flex in all circumstances and the steering is reasonably communicative. In a nutshell, the CR-V is exceptionally responsive and confidence-inspiring, making the driver feel like he or she is piloting a family
sedan instead of an SUV.
The CR-V soaks up road imperfections very efficiently, although the suspension is on the firm side and tyre noise could be more subdued.
The test car we drove is the range topper. The updated engine is hushed and it provides punchy low-end acceleration. Power delivery is remarkably smooth also, even in at high revs. The five-speed automatic transmission shifts flawlessly and it's commendably responsive.
The stiffer chassis, lower centre of gravity, revised suspension, wider tracks, shorter wheelbase and enhanced four-wheel drive system make the CR-V an agile performer around corners.
There's no hint of body flex in all circumstances and the steering is reasonably communicative. In a nutshell, the CR-V is exceptionally responsive and confidence-inspiring, making the driver feel like he or she is piloting a family
sedan instead of an SUV.
The CR-V soaks up road imperfections very efficiently, although the suspension is on the firm side and tyre noise could be more subdued.
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INSIDE IT
The cabin design is immediately less dramatic than the exterior. No doubt it's not as bland as the previous-generation car's, but compared to the striking interiors of the Civic and Odyssey, the CR-V's looks a little dated.
Honda's reason for adopting such a conservative approach is that it wants the CR-V cabin to have the rugged and simple feel of a traditional off-roader.
Surprisingly, the seating position is not as tall as that of a typical SUV. Instead, it's more sedan-like, with a dashboard that's well put together and surrounded by buttons and dials that feel first-class to use.
We found the bi-level glovebox and large centre console storage bin especially useful, while a rear cabin mirror that doubles up as a sunglasses holder allows front passengers to keep an eye on rear occupants. Which is pretty handy if you've got kids riding in the back.
As a five-seater, the CR-V offers ample head and legroom, though it's not as spacious as the RAV4, which admittedly comes in long-wheelbase guise by default for our market.
The boot has a double-deck shelf to allow you segregate the cargo area according to needs, and in case there's a sizeable item to lug around, the rear seats fold and tumble forwards to free up a huge amount of room.
The cabin design is immediately less dramatic than the exterior. No doubt it's not as bland as the previous-generation car's, but compared to the striking interiors of the Civic and Odyssey, the CR-V's looks a little dated.
Honda's reason for adopting such a conservative approach is that it wants the CR-V cabin to have the rugged and simple feel of a traditional off-roader.
Surprisingly, the seating position is not as tall as that of a typical SUV. Instead, it's more sedan-like, with a dashboard that's well put together and surrounded by buttons and dials that feel first-class to use.
We found the bi-level glovebox and large centre console storage bin especially useful, while a rear cabin mirror that doubles up as a sunglasses holder allows front passengers to keep an eye on rear occupants. Which is pretty handy if you've got kids riding in the back.
As a five-seater, the CR-V offers ample head and legroom, though it's not as spacious as the RAV4, which admittedly comes in long-wheelbase guise by default for our market.
The boot has a double-deck shelf to allow you segregate the cargo area according to needs, and in case there's a sizeable item to lug around, the rear seats fold and tumble forwards to free up a huge amount of room.
The 2.4-litre CR-V we drove came with all the bells and whistles. For $99,500 with COE, you get six airbags, 18-inch alloys, a sunroof, leather upholstery, cruise-control, steering-mounted audio controls, two-zone climate control, an electrically-adjustable, driver's seat, rain sensing wipers, parking sensors and HID (High Intensity Discharge) or Xenon headlamps.
The entry-level 2.0-litre version is priced $8,500 lower and comes with a significantly fewer goodies than the flagship variant. Apart from the smaller and less powerful engine, the 2.0-litre car gets 17-inch alloys, two airbags, an electrically-adjustable driver's seat and parking sensors.
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CONCLUSION
The new CR-V is significantly different from the old car. It looks bolder and is more fun to drive. Thanks mainly to the improved chassis and revised engine, the CR-V is arguably the best handler in its class.
The car's cabin design is not as radical as the exterior, however, which is a bit of a let down. And although the CR-V is sufficiently spacious for five adults it's not as roomy as some of its competitors.
But these minor niggles won't stop the Honda CR-V from picking up right where its immensely successful predecessor left off. If anything, it should appeal to a wider audience than the old car.
Other than the existing pool of SUV owners, the CR-V's sporty nature, upmarket refinement and decent practicality should also attract drivers who might never have considered an SUV otherwise. n
This handy mirror lets you know if the kids are up to no good
Parking sensors have a visual display to help you avoid prangs
Foldaway seats are a cinch to use, and do a lot to boost versatility
170bhp engine revs sweetly and pulls strongly. What?s not to like?
The cabin isn't as striking as the outside, but it's simple by design
Don't be fooled by the 'D-2-1' markings. The CR-V has a five-speeder
Toyota RAV4 2.4 Premium (A), $98,988 with COE
Great overall refinement and thanks to the long-wheelbase, the cabin is more spacious than the CR-V's. It's vast, in fact. The handling isn't as sweet as the Honda's, though, and the four-speed gearbox feels dated compared to the CR-V's
five-speeder.
Mitsubishi Outlander G (A), $99,988 with COE
The Outlander handles almost as well as the CR-V and it's well equipped with neat features. The spacious interior should accommodate five adults comfortably, while the fit and finish of the car is significantly better than that of other Mitsubishis. A great choice.
The new CR-V is significantly different from the old car. It looks bolder and is more fun to drive. Thanks mainly to the improved chassis and revised engine, the CR-V is arguably the best handler in its class.
The car's cabin design is not as radical as the exterior, however, which is a bit of a let down. And although the CR-V is sufficiently spacious for five adults it's not as roomy as some of its competitors.
But these minor niggles won't stop the Honda CR-V from picking up right where its immensely successful predecessor left off. If anything, it should appeal to a wider audience than the old car.
Other than the existing pool of SUV owners, the CR-V's sporty nature, upmarket refinement and decent practicality should also attract drivers who might never have considered an SUV otherwise. n
This handy mirror lets you know if the kids are up to no good
Parking sensors have a visual display to help you avoid prangs
Foldaway seats are a cinch to use, and do a lot to boost versatility
170bhp engine revs sweetly and pulls strongly. What?s not to like?
The cabin isn't as striking as the outside, but it's simple by design
Don't be fooled by the 'D-2-1' markings. The CR-V has a five-speeder
Toyota RAV4 2.4 Premium (A), $98,988 with COE
Great overall refinement and thanks to the long-wheelbase, the cabin is more spacious than the CR-V's. It's vast, in fact. The handling isn't as sweet as the Honda's, though, and the four-speed gearbox feels dated compared to the CR-V's
five-speeder.
Mitsubishi Outlander G (A), $99,988 with COE
The Outlander handles almost as well as the CR-V and it's well equipped with neat features. The spacious interior should accommodate five adults comfortably, while the fit and finish of the car is significantly better than that of other Mitsubishis. A great choice.
ENGINE TYPE
MAX POWER
MAX TORQUE
GEARBOX
TOP SPEED
0-100 KM/H
PRICE
WARRANTY
CONTACT
TELEPHONE
2354cc, 16V in-line 4
170bhp at 5,800rpm
218Nm at 4,200rpm
5-speed automatic
190km/h
11.0 seconds
$99,500 with COE
3years/ 100,000km
Kah Motor Co. Sdn Bhd
6841-3333
PLUSES
Nice engine, sorted chassis, car-like handling, user-friendliness
MINUSES
Cabin is not that roomy, tyres make themselves heard
VERDICT
A much better car than its predecessor that should do as well if not better
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