Honda: CR-V News
11-17-2011, 08:23 AM
#641
Senior Moderator
You have to wonder how long Honda (HMC) can keep riding on its laurels. Each time the company redesigns 1 of its top-selling models, you have the feeling that designers were on the defensive, making as few changes as they could get away with just to avoid falling behind faster-moving rivals.
is that Honda skimped on technology.
Buy It or Bag It?
The CR-V remains an excellent vehicle. Honda loyalists who simply go out and buy 1 will be happy with their decision. However, the Kia Sorento is cheaper, and the new Escape and RAV4 offer options the Honda doesn’t. In short, like the Civic, the CR-V is no longer the clear top choice in its segment.
The CR-V remains an excellent vehicle. Honda loyalists who simply go out and buy 1 will be happy with their decision. However, the Kia Sorento is cheaper, and the new Escape and RAV4 offer options the Honda doesn’t. In short, like the Civic, the CR-V is no longer the clear top choice in its segment.
But it will still hold onto the #1 spot IMO.
11-17-2011, 09:05 AM
#642
Safety Car
Car & Driver
Compact crossovers are a little like toothbrushes. They perform a necessary function, but they’re rarely exciting. Everybody needs a toothbrush, though, and toothbrush manufacturers want to outsell their competitors, so we have wear-indicating bristles, flexible split heads, integrated tongue-and-cheek scrapers, and the like.
Accordingly, much of Honda’s technical presentation on the new CR-V focused on the next-gen mini-ute’s new features, including standard stuff like two info screens, a rearview camera, Bluetooth, and a function that reads incoming text messages from paired phones—assuming said phone is from a short list of BlackBerries or a Droid X, as those are the only devices with which the CR-V can currently communicate. Meanwhile, lesser points like the powertrain and the basic construction of the chassis were only mentioned in passing. Makes sense: Once Colgate nails down the perfect handle cross-section, head shape, and bristle feel, it’s probably going to keep making that same toothbrush. Honda was pretty happy with the outgoing CR-V—and its sales numbers indicated that buyers were, too—and the new CR-V is a lot like the old one.
Hello Again. You Should Have Brought a Friend. Maybe a Turbo
The spec-sheet familiarity begins with the only available engine. It’s the same dual-overhead-cam 2.4-liter inline-4, but now boasts a 5.4% reduction in internal friction and a more efficient alternator. These slight changes increase output to 185 hp and 163 lb-ft, bumps of 5 and 2. It’s worth noting that the power peak occurs at 7000 rpm, while the automatic transmission shifts about 300 or so rpm before that. Unless you’re going to lock your CR-V in 1st around town, don’t expect to feel those extra fillies. You won’t hear them quite as much as before, either, although Honda still has the most pleasing soundtrack in the tiny-truck business. It’s louder than we would expect most crossover buyers to want, but obviously isn’t deterring many—the CR-V is the perennial bestseller in its segment.
Behind that only slightly updated engine is an only slightly updated transmission. Against a market that is swelling with six-speed automatics—not to mention the 9-speed ZF unit on its way for front-drive applications—Honda is sticking with the CR-V’s fiver. Lower-friction internals and lower-viscosity transmission fluid boost efficiency, while a wider ratio spread nudges the CR-V’s fuel-economy ratings higher. Front drivers see their mileage increase from 21/28 city/highway to 23/31, while all-wheel-drive models go from 21/27 to 22/30.
The Snow Falls and Molasses Wins
The downside is that the CR-V, already among the slowest in its class, now needs noticeably more time to get up to cruising speed. A previous-gen car we tested needed 8.7 seconds to get to 60 mph; the new model should log a time right around nine seconds. In 1st gear, redline resides north of 40 mph; in 2nd, it’s hiding in the 80-mph range. We’ve recently logged about half a dozen complaints about the ratio spread in Chrysler’s rear-drive 5-speed—which, we would like Honda to note, is imminently being replaced with an eight-cogger—because of its ludicrous gearing.
While very few people floor it off the line during their morning commute—more people should try it; they’ll be amazed how much more time they have in a day if they don’t drive like they’re dead or waiting to be—there are real-world drawbacks to dog-slow crossovers. Run up on a surprisingly slow truck on the freeway, and you’d better have a long opening behind you in the left lane. When you pop out to pass and give the CR-V the boot, it’s going to need a lot of time to get up to speed. Should you floor it at much more than 60 mph, the trans only drops into third, stranding you around 3500 rpm. At that speed, it feels like you only need 2 digits to quantify the 2.4-liter’s torque output. Drivers behind you are likely to display two digits of their own. For even greater sluggishness, Honda fits all 2012 CR-Vs with an “Econ” button that dulls throttle response and widens the acceptable window of variation for the cruise and climate control.
In response to criticism for sticking with the 5-speed, Honda’s answer was along the lines of Our five is damn good. The customers wanted efficiency gains, we gave them efficiency gains. We appreciate the philosophy of extracting greater efficiencies from existing hardware before creating all-new systems, but we’d like to know how many of those customers also asked for a slower vehicle.
The critical chassis measurements—wheelbase, front and rear track—are identical to the previous CR-V’s, so you’d be forgiven for thinking that the new car’s underpinnings also land in the “same old, same old” column. Nay, says Honda: 65% of the basic structure is new. Part of that 65% is additional bracing around the back of the body. It further solidifies what already felt like one of the firmest shells in its class and contributes to what Honda claims is a 40% increase in the balance between responsiveness and stability. Claiming exact-percentage increases in unquantifiables doesn’t make much sense to us. Then again, neither does the fact that such a sporty-feeling chassis can be the favorite in a segment whose buyers certainly don’t prioritize athletic feel. But the CR-V is agile and firm, and the ride only gets unsettled on pavement that seems engineered to unsettle a vehicle. The steering is a bit slower than the outgoing CR-V’s, and although some added heft makes it feel more certain on center, there’s otherwise less communication than before. We doubt many buyers will care. Neither will they notice that the electronically controlled all-wheel-drive system is quicker in its operation, more efficient, and lighter than the old hydraulic setup.
Feels Bigger Inside
Overall length is down by one inch, while height drops by 1.4 inch for front-wheel-drive models and by one inch on all-wheel-drive versions. That robs front-row occupants of about an inch of headroom, while legroom stays the same up front and is reduced by 0.2 inch in the rear. But the new CR-V is a good deal wider up around the front windows than its predecessor, which lends it a much more spacious feel. The back seat of the outgoing vehicle could be adjusted fore and aft and offered 4 different seat-back angles, while the new 1 has no fore-aft adjustment and just 2 seatback angles. Even so, we found it much easier to get comfortable in the back of the new car than its predecessor. More sound-deadening material throughout the cabin makes this generation much quieter than the last CR-V.
Just as important to the CR-V’s target customer is the folding rear seat. Seats up, you’ll find 37.2 cubic feet of cargo space, up from 35.7. Maximum volume drops exactly 2 cubes, though, to 70.9. From the rear doors, the seats fold in 2 steps—flip the bottom cushion forward and then drop the back cushion on top of it—but levers on either side of the cargo area drop each seat in one smooth action.
Other features of the new CR-V are less impressive. Neither of the infotainment system’s 2 screens presents its assigned information clearly, and the controls for both are obtuse. If this Gen-Y author can’t immediately figure out how to navigate a USB-connected iPod, you’ve got trouble. And Honda apparently believes that high-tech features should have ColecoVision graphics.
For better or worse, Honda is proud that those features are standard on all CR-Vs, starting with the basic LX trim. Moving to the EX adds a sunroof, nicer seat cloth, an intermittent setting for the windshield wipers—for which we imagine every LX buyer would gladly trade one of their two information screens—a security system, and body-color door handles and mirror housings. The CR-V EX-L piles onto that haul leather upholstery, a 10-way power driver’s seat, heated front seats, automatic climate control, an upgraded audio system with XM satellite radio, and a few interior trim pieces. Above EX-L, buyers have to make a tough decision: Do you want to get to your destination or travel in peace? Nav and a rear-seat entertainment system are available, but not together. The Oral-B ProfessionalCare SmartSeries 5000, on the other hand, has both a timer to remind you to brush for 2 whole minutes and an in-handle display to provide feedback on the user’s brushing habits.
Honda hasn’t announced pricing yet, but figure on the ladder remaining similar to what it was in 2011, with the LX around $23,000, the EX near $25,000, and the EX-L commanding about $28,000, all with front-wheel drive. Add in navigation or the rear-seat entertainment system and you’ll probably surpass $30,000.
The 2012 CR-V pleases on paper and remains a refreshingly competent entry in a dull segment. We’re amazed and heartened that a vehicle that feels so sporty relative to its competitors can consistently outsell all of them. But the new CR-V also delivers a few subtle insults—the poor integration of some of the technologies and Honda’s refusal to fit a 6-speed transmission or more-powerful engine among them. We still find it fundamentally satisfying, but a toothbrush should never offend.
11-17-2011, 12:02 PM
#643
Safety Car
AutoBlog
We Lavrincs are unabashed Honda CR-V fans. So much so that both my wife and father have one parked in their respective garages. When it comes to practicality, ideal ride height, fuel economy and ingress and egress, the CR-V is hard to beat. All of which helps to explain why it's placed either 1st or 2nd in the compact CUV sales race since it was 1st introduced to the U.S. back in 1996.
The CR-V allows my wife to shlep a dog, a few cases of wine and untold amounts of catering supplies with room to spare. For my dad, the CR-V means that he can get in and out with ease and drive with the "command view" seating that Boomers are always after. And when asked what they'd like to see changed or improved, their list was remarkably small. Dad wanted softer seats and less road noise, while the wife wanted more cubbies and a bit more connectivity. Without directly conferring with my immediate family, Honda has managed to addressed all of these issues and more with the 2012 model, and it's thrown in better fuel economy and a host of new features to boot.
Despite all of these improvements, with every automaker pouring hundreds of millions into crossover development and scads of new entrants appearing each year, Honda simply couldn't afford to take it easy on this model – especially in light of its recent struggles. So with some trepidation, I flew to San Diego, California recently to see if the 2012 Honda CR-V is still good enough to retain its status as my go-to recommendation for the anti-wagon crowd.
The extent to which Honda has reworked the CR-V for the 2012 model year isn't immediately apparent until you see both models side-by-side. The 3-bar grille, originally seen in rather unfortunately form on the Accord Crosstour, has transitioned nicely to the CR-V. We're more than a little relieved, as this theme is set to filter through the rest of the Honda lineup in the coming years. Its headlamps, tautly pulled from the grill to the fenders have shades of Acura in their styling, while the side window upkick and boomerang D-pillar offer a dynamic, if subtle, evolution of the outgoing model's design. The rear is an attractive amalgamation of current Honda design cues (there's a bit of FCX in that sloping hatch glass) and the arching pillar-mounted taillights – a trademark of every CR-V – have been pulled up and over the rear fenders for a decidedly Volvo-esque appearance. The only aesthetic issues we have are the unusually long overhangs and the chrome trim surrounding the side windows – brushed aluminum to match the new roof rails would seem to be a better fit.
Honda's interior refreshening takes things a step further, with a new instrument panel featuring a massive speedometer front-and-center and a multi-information display nestled inside to provide trip details, exterior temperature and a few other must-knows. Flanking the oversized speedo are 2 semi-circular bits of trim that glow green the lighter you tread on the throttle, while traditional gauges for revs, engine temp and fuel level line the sides.
A new steering wheel comes festooned with a host of buttons to change audio source, adjust volume, cruise control and voice/phone commands, along with a small button in the upper left to cycle through the various functions of the new high-mounted display on the dash. Honda calls it an "Intelligent Multi-Information Display" and it's standard on all CR-V models, acting as a complement to the navigation screen to display clock and temperature, duplicate driving instructions, music source/album/artist info, fuel economy and range or a place to show off your kiddies by uploading a custom wallpaper. It's cute and it works, but we wish the engineering effort was directed at the ancient navigation system Honda continues to employ.
The navi's functionality is present, but compared to nearly everything else on the market, both its user interface and feature count lag far behind the curve. Honda claims the CR-V's touchscreen setup has been upgraded, but the navigation graphics are still MapQuest circa 2005, the audio screens look like something out of Windows 3.1 and general functionality isn't nearly as intuitive as other modern systems on the market. The major additions for 2012 are real-time traffic information provided by SiriusXM, Pandora radio functionality through a tethered iPhone (no Android support... for a while) and a new SMS read/respond system that only works with a few Blackberry smartphones. However, Bluetooth connectivity and iPod support are standard on all models, with a USB and auxiliary ports mounted in the massive center storage console (perfect for an oversized purse) and a bevy of new cubbies line the doors, along with a pair of water bottle-sized slots in the center console.
Our favorite feature of the revised navi system is its trio of back-up camera views, also standard on all models. When you shift the transmission stalk into Reverse, a standard 180-degree camera angle is displayed, with an option for a narrower 130-degree display or a top view that makes reversing down to the millimeter massively easy.
The CR-V's seats are decidedly cushier than those in the previous model, which felt – at best – like leather-covered cardboard, while rear seat occupants enjoy 38.3 inches of legroom and 56.4 inches of shoulder room. Cargo capacity is up to 37.2 cubic feet with the rear seatbacks in place (up from 35.7 cubes) and when you pull the new 1-touch levers on either side of the cargo compartment, the 60/40 split rear seats perform mechanical origami, folding down to provide 70.9 cubic feet of storage (2 cubes less than the 2011 model) and making better use of the lowest cargo floor in its class.
With the fitment of all this additional kit, you'd expect weight to grow commensurately. But you'd be wrong. Honda engineers claim that overall tonnage is down by around 40 pounds (depending on spec), and with the continued refinement of Honda's tried-and-true 2.4-liter inline four-cylinder, fuel economy has risen to 23 mpg city and 31 mpg highway on the front-wheel-drive model and 22 city/30 highway for all-wheel-drive versions. Horsepower is up by five ponies for a total of 185 hp and 163 pound-feet of torque, the latter of which peaks at 4,300 rpm and tapers off quickly as you get past the 5K mark.
When the last generation CR-V was introduced, the lack of a V6 option seemed to be a sticking point. However, having lived with 2 generations of the 2.4, power and delivery is more than adequate, and Honda seems to be saying that the additional expense of a low-displacement, turbocharged and direct-injected four-cylinder just doesn't make sense to the CR-V's bottom line. And neither does upgrading the standard five-speed automatic. Engineers have managed to reduce internal friction by around 15%, and partnered with a few efficiency tweaks and a new "Econ" mode – reducing electrical consumption and limiting power output at the press of the dash-mounted button – overall fuel economy and energy efficiency is up across the board.
The only downside to these efforts is the new electronic power assisted steering (EPAS), which is completely devoid of feedback compared to its hydraulic forebearers and lacks any meaningful amount of weighting. This isn't coming from an enthusiast's perspective – there's simply no on-center feel and even less information transmitted through the wheel. And after speaking with a few Honda reps about this shortcoming, we learned that there's 0 chance of recalibration before the CR-V's December 15 on-sale date. Pity, as it's the only real low point with the CR-V's driving experience, and it's one that could likely be improved by massaging a few ones and zeros in the programming.
For those interested in a more engaging experience, look at competitors like the Mazda CX-5 or Kia Sportage.
The CR-V's overall driving demeanor is much like the rest of this car – a predictable evolution of the current model. Body roll and braking performance are easily on par with the rest of the CR-V's competition, with ride and handling erring on the side of comfort over sport. It's largely unremarkable, so for those interested in a more engaging experience, it'll probably be best to look at a competitor like the Mazda CX-5 or Kia Sportage for high-riding kicks.
While the engine and transmission are largely carryovers for 2012, the revamped all-wheel-drive system stands to be one of the most advanced in its class. Partnered with a front MacPherson strut suspension and a rear multi-link setup, the "Real Time AWD with Intelligent Control System" takes the old mechanical setup of its predecessors and sends it to Acura's SH-AWD finishing school. The system, which blends front-wheel-drive efficiency with full-time all-wheel-drive functionality, uses the Vehicle Stability Assist (VSA) system to eliminate the outgoing setup's need for the front wheels to slip before sending grunt to the rear. No longer mechanically actuated, the new system uses a multi-plate clutch in the rear differential and an electric motor driving a single hydraulic pump to deliver power to the rear wheels instantaneously. During a handful of hard launches both on level surfaces and on hills, power delivery to the rear wheels was near seamless, with none of the drivetrain shudder experienced in older models. There's even a new Hill Start Assist feature to make accelerating from a stop on inclines easier.
4 trim levels will be available when the 2012 CR-V goes on sale next month (pricing has yet to be announced): LX, EX, EX-L and EX-L with RES. LX models come standard with the aforementioned 5-inch display along with fold-down rears seats and Econ button. The EX adds privacy glass, 17-inch alloys with all-season rubber, a power moonroof, body-color mirrors and door handles and other assorted baubles, while the EX-L gets heated leather seats (the driver's is adjustable 10 ways), XM radio, roof rails, automatic dual-zone climate control and available navigation. Finally, the EX-L RES has all that plus a screen for rear seat passengers and wireless headphones to keep the kiddies at bay on long drives.
Steering issues and aging infotainment system aside, the 2012 Honda CR-V remains one of the top picks in the compact CUV class. More amenities, more standard features and boosted fuel economy are sure to keep it near the head of the pack, and there's a general sense from both the vehicle itself and Honda's engineers that it didn't take much to keep this refreshed CR-V class-competitive. And that's the way it's been with Honda the past few years. Evolve, don't shake things up and in the process keep buyers coming back for more. While that strategy hasn't always worked for the brand lately lately, it's a safe play that looks like it will pay off here – just ask anyone in the Lavrinc clan.
11-17-2011, 12:17 PM
#645
The sizzle in the Steak
What this thread needs is more reviews.
11-17-2011, 12:58 PM
#647
Safety Car
The Car Connection
In these days of tighter family budgets, and in many cases a desire to be more understated, compact crossover vehicles like the Honda CR-V have a lot of appeal. Parents know that they provide more versatility—and freedom, by some gauges—than sedans, and they’re a little smaller and more manageable than the hulks that ‘minivans’ have become.
Thankfully, Honda hasn’t much changed the exterior dimensions of the 2012 Honda CR-V. It still fits neatly into most compact-car parking spots and has a low cargo floor that doesn’t require a lot of reach or lift.
The exterior of the new CR-V has evolved, somewhat. Front and rear styling has been spruced up a bit, with the front end noticeably more Accord-like. Honda has essentially taken the same package—same wheelbase, same basic silhouette and proportions—but made a few crucial changes so as to completely reconfigure the interior. The high point of the roof has been dropped just a bit, and the floor and cargo floor have been lowered nearly an inch. Designers also modified the positions of the front seats to give the CR-V a somewhat more sedan-like driving position, and they added a wider range to seat-height and steering-wheel adjustments. Also by changing the angle of the rear pillar somewhat, they freed up just a little more rearward visibility.
We really like the simplified layout of the instrument panel. It avoids both the chunky, overwrought-and-cluttered look of the larger Pilot SUV’s interior, as well as the odd asymmetries of the Civic and the confusing rotary knob of the high-end Accord models. The look is simply clean, with a shelflike, ‘lean-layered’ concept and climate controls just below audio controls, with a small, five-inch ‘i-MID’ trip-computer and audio screen just above it all. There’s a big, round speedometer, with peripheral controls just below that, and the center console runs between the front seats and has been redesigned to include cupholders, a tray, 2 storage compartments, and a USB port.
The 2012 CR-V still has seating for 5, and its interior feels almost minivan-like in how passenger friendly it is. Front seats are buckets that are on the soft side, but supportive enough for a long day. And the rear split bench seat has more generous dimensions and better padding than most in this class; you still won’t fit 3 adults happily across, but there’s plenty of thigh support, as well as legroom and headroom, to keep everyone happy.
Back seat folds flat with one pull!
One of the keys to why the CR-V’s back seat is so comfortable is that when you fold the seatback forward, you’re not merely mashing a thinly padded cushion down. Pull forward on a strap, and with one, very fluid motion the lower cushion tumbles forward into the footwell, the headrest angles forward, and the rear seatback flips forward, all tucking nearly behind the front seat, to a completely flat position. The seat-folding arrangement—much as Honda’s setup in the Fit subcompact and Odyssey minivan—really is a CR-V strength.
Cargo capacity with the rear seatbacks up is an impressive 37.2 cubic feet. A side cargo net is included, and EX levels and above get a removable and retractable cargo cover. Fold the back seats down, and you get a continuous cargo floor that’s 61.4 cubic feet long—although it does have a slight step up at the base of the seatbacks. Honda is proud that it’s dropped the cargo floor—and the liftover height itself—to 23.6 inches.
Looking elsewhere at the CR-V’s spec sheet, it looks technically a bit behind the curve. At a time when most crossovers have (or will soon be) migrating to direct-injection engines and 6-speed automatics, the CR-V makes do with what’s essentially a carryover engine and 5-speed automatic transmission. That’s not all bad; the 2.4-liter i-VTEC 4-cylinder remains one of the smoothest fours in this class, with nice, even power delivery all the way up to redline.
The available Real Time AWD system is also a new system that no longer requires front wheel slip before sending more power to the rear wheels. It uses a hydraulic pump to engage the clutch based on driver inputs—always applying some ‘standby torque’ to launch the CR-V from a standing start with all four wheels. When cruising, it still completely disengages the rear wheels.
Taller gearing: some good, some bad
Honda carries the same 5-speed automatic transmission over from the last-generation CR-V, but it’s made the final gear ratio taller (1.4% taller in all-wheel drive models, or six percent taller with front-wheel drive). There’s still no full manual control, and the net effect we found on our drive is that, like with many newer models moving to taller gearing, you’re likely to get stellar gas mileage if you drive gently; but in spirited driving with fast-moving traffic, or on hilly or curvy roads, you’ll experience more transmission downshifts and indecision—and, potentially, lower fuel economy.
Just as in the Insight and Civic, the CR-V now has a big green ‘econ’ button. Press it and you get different operating parameters for the throttle, transmission, and air conditioning. As we observed, pressing it makes the CR-V feel somewhat like a German car, with a much more linear throttle and earlier upshifts. We pressed the button once at a time when the climate control had the fan cranked quite high, and it commanded an instantaneous drop in fan speed. There’s also a simplified coaching system, in which you simply look for a lighted ring surrounding the speedometer to stay green.
Coated pistons and reduced oil-ring tension (to cut engine friction), a smart alternator control system to cut electricity consumption, a low-viscosity transmission fluid, and an automatic transmission warmer all contribute to these efficiency gains.
EPA fuel economy ratings land at 23 mpg city, 31 highway with front-wheel drive, or 22/30 with four-wheel drive—making it the highest-mileage all-wheel- or 4-wheel-drive vehicle in this class. Over a half-day of fast driving on mostly curvy roads, with some expressway portions, we saw about 23 mpg. That’s quite good, but stay tuned to see if we can do even better in daily driving.
As for the rest of the 2012 CR-V driving experience, it’s absolutely nothing to get excited about. The gist of it is that the CR-V isn’t a car that asks you to drive it fast, but in normal driving you should be happy. Honda has retuned the suspension for a better ride and reduced harshness, compared to the previous version, added double door seals, and bolstered the body structure, and it’s clear that a lot less road noise makes its way into the cabin.
Steering with less confidence
The most significant letdown in the 2012 Honda CR-V is the way it steers. Honda has fitted an electric power steering system to the CR-V, and it fails to give the new model the confident handling feel that we expect in a Honda—even if the CR-V’s body control is good. The system feels overly light on center, it's hard to anticipate in tight corners, and it unwinds in what feels like an uneven fashion. We were fortunate to have a 2011 CR-V model nearby and verified the astonishing difference back-to-back; the CR-V used to be one of the better-steering vehicles in its class, but we can’t say this for the 2012.
Anyone who’s previously shopped for a Honda in recent years will find the trims offered in the CR-V quite familiar; there are LX, EX, and EX-L trims, with top version of the EX-L available with a Navigation package and rear entertainment system.
EX models get a power moonroof, rear privacy glass, 17-inch alloy wheels, a passenger-seat armrest, seatback pockets, intermittent wipers, upgraded upholstery, a tonneau cargo cover, and a security system. EX-L models are the way to go for those who want more of a luxury feel, as they get leather upholstery, a 10-way driver’s seat, heated front seats, a higher-power audio system with subwoofer, automatic climate control, heated mirrors, and upgraded interior trim. A rear entertainment system with 7-inch display, DVD player, wireless headphones, and remote is optional. Satellite radio is only offered on the EX-L
Up to snuff on connectivity, safety
Otherwise, we like a number of thoughtful features and ideas inside the CR-V. As in the new Civic, the i-MID is controlled via a simple directional toggle on the steering wheel. The system is compatible with SMS texting (reading and pre-set replying) and a Pandora app, and officials said that other apps may be on the way. The screen will also display cover art, turn-by-turn directions, or a trip computer/fuel economy screen, and you can set the home screen to display personal pictures as wallpaper. The standard wide-angle side mirrors are also the 1st in any Honda vehicle, and the Multi-Angle Rearview Camera offers 3 different views (wide, normal, and top) to help you see obstacles (or children).
Honda is also offering more dealer-installed accessories for the CR-V this time—items like back-up sensors, roof rails, running boards, a cargo organizer or tray, and remote engine start.
The 2012 CR-V is scheduled to go on sale in mid-December, with prices likely only slightly higher than the 2011 model.
In all, the CR-V fails to stand out in the market in the way that the last-generation model did when it was new. But it remains 1 of Honda's stronger efforts in packaging and practicality, and for those who want some seating comfort and some packaging magic without much driving excitement, all in an affordable vehicle, the 2012 Honda CR-V remains one of the best compromises.
11-17-2011, 01:04 PM
#648
The sizzle in the Steak
Excellent!!! More reviews!!! More!!!!
Each one is so different from the next!!!!
More More More!!!!!!!!!!!!!!!!!!!!!!!!
Each one is so different from the next!!!!
More More More!!!!!!!!!!!!!!!!!!!!!!!!
11-17-2011, 01:13 PM
#649
Safety Car
Detroit
Before Honda Motor Co. pulled the wraps off the 2012 CR-V at the LA Auto Show Wednesday — no doubt touting all of its new features in front of a mob of reporters and photographers — it provided a few journalists the opportunity to drive it.
We were under strict orders to not tell anyone what we thought about the vehicle until after its unveiling.
Now that the world debut hoopla dust has settled, the embargo has lifted.
The problem is, it's hard to remember the new CR-V. When the previous generation arrived, it was radically different, sacrificing its truckiness for a better ride and new, curvy look. This CR-V doesn't leave much of a lasting impression. When you look at it, you hear David Byrne singing "Once in a Lifetime."
It is new, it is improved, and it's even nice when you get to know it a little. Honda has trimmed some pounds, added some power and finely tuned every aspect of the CR-V. The cabin is comfortable, the 2nd row can fold pretty flat to give you massive cargo space and the ride is decent. It's solid, basic transportation aimed at solid, upstanding people who couldn't draw the Honda logo with a gun held to their heads .
The thing is, does it really matter? These customers don't care if their CR-V has V-6 variant or a turbocharged anything. They're busy with other things.
Take the 5-speed transmission found in the new CR-V. It's impeccable. I have never driven a 5-speed transmission tuned this well. (Which is why Honda still hasn't changed over to the 6-speed — the industry standard.) That leaves the CR-V 1 gear short of excitement or even modern.
Is a six-speed necessary in the CR-V? No. The genius of Honda has always been addressing all of those little things behind the scenes that enhance performance. They take what they have and continually improve it.
Improved power, fuel economy
The CR-V comes with a 2.4-liter 4-cylinder engine that adds power and fuel economy over the outgoing model.
The new front-wheel drive model will get 23 mpg city and 31 mpg highway. The all-wheel drive model also improves its fuel efficiency to 22 mpg city and 30 mpg highway.
Maybe there really isn't a need for another gear in the box.
And there wasn't a need for new engine, as engineers found a way to add horsepower and torque to the I-4 under the hood. (It's the only engine available for the CR-V.) The engine belts out 185 horsepower, which gives the CR-V solid road performance.
Also new to the CR-V is the electric power steering, which was the one thing I definitely remember from the test drive. It's awful.
The steering is loose and numb. It disconnects the driver from the road and makes it difficult to judge where the wheels are. This typically means that going into a turn, you will tend to oversteer and coming out of a turn, you understeer. No, I did not like it.
It's a shame because other than the steering, the ride is excellent. It's quiet on the highway, it's smooth through turns, even when driving aggressively, and feels more like a car than an SUV. But only the passengers can truly enjoy the ride. The driver is just trying to figure out where the CR-V is on the road.
The all-wheel drive system has also been improved to provide a more planted feel. (It is now an electronically controlled system instead of the mechanically activated system in the previous generation.) There is also a Hill Assist feature that prevents the CR-V from rolling backward, which comes in handy at traffic lights on hills.
Dimensions change
The CR-V's look has been smoothed out and the roof line lowered by more than an inch. In fact, a lot of the dimensions have been changed. It's one inch shorter, the floor has been lowered while maintaining the same clearance, and its body has been built stiffer. Again, the changes are nice, but hardly memorable. Can you tell if any vehicle is 178.3 inches long or 179.3 inches long?
The biggest improvements to the CR-V come with its interior packaging. The dash has a hard plastic feel, but it's on par with most vehicles in that segment. The center stack is well laid out, and the instrument panel is nicely done.
Honda has even included an eco-assist system that uses lights around the speedometer to "reward" the driver. There's also an eco-assist button that will change some of the car's setting and force the driver to sip fuel a little better.
There are other features that many owners will appreciate, such as the multi-angle rearview camera that can provide a top view, 130-degree view or 180-degree view through the big screen on the center stack.
In fact, that screen, known as the multi-information display, is a big step up compared to the outgoing version. It can provide a Bluetooth connection to a phone, as well as provide all of the other expected features, such as playing an iPod, USB connection and optional navigation system. There are buttons on the steering wheel to help use some features, and they're easy to navigate.
Space is key
The other key to the CR-V is space. It provides plenty in the front and the 2nd row.
The 60/40 split rear seats can be flattened with the pull of a lever while standing in the back or at either side door. Honda has put a lot of engineering behind this one; the seats don't simply fold down. Instead, the seat cushions pop up, the headrests pop down, then the cushion moves forward and goes into the foot well. Then the seat springs forward and folds down. The idea of pulling out the seat cushion 1st means the floor will be flatter in the back.
It works perfectly as long as nothing is in the back seat or in the foot well. If you use your vehicle as a 2nd closet, or that spot behind the passenger's seat as a trash bin, it will be tough to fold down the seats. If not, you're fine.
Perhaps engineers could have spent less time on those seats and more time installing a power liftgate, which the CR-V does not offer on any model. It should.
Again, folding seats and power liftgates are not sexy. Useful, sure. It's the function of the CR-V that will drive customers to show rooms and this compact crossover provides plenty of that. It's a practical vehicle for a practical time. Yawn.
Excitement, however, in the CR-V is the same as it ever was.
Last edited by TSX69; 11-17-2011 at 01:22 PM.
11-17-2011, 01:32 PM
#651
Safety Car
11-17-2011, 01:49 PM
#652
The sizzle in the Steak
Loving the reviews!
11-17-2011, 03:44 PM
#653
LOL@ moog
11-17-2011, 04:49 PM
#654
The sizzle in the Steak
Seriously now...I appreciate the reviews, Ir really do, but a half dozen plus that all say pretty much the same thing is beyond ridiculous.
11-17-2011, 05:36 PM
#655
My first Avatar....
That vehicle looks fine until you look at the rear quarter, then it's like
The following users liked this post:
05TLdcc (11-19-2011)
11-17-2011, 05:48 PM
#656
AZ Community Team
The following users liked this post:
TSX69 (11-18-2011)
11-17-2011, 07:00 PM
#657
Senior Moderator
He should keep it up.
TSX69: don't mind the Funeral Director (Moog) here.
The following users liked this post:
TSX69 (11-18-2011)
11-18-2011, 07:44 AM
#659
Safety Car
USA 2day: AWD Averaged 27.1mpg Hwy; 16mg City
Honda's overhauled 2012 CR-V is a big improvement. People familiar with previous generations of the small SUV no doubt will embrace it.
But the real question is whether the updates will seem sufficient when the re-engineered Ford Escape hits the market next spring, the new-to-the-line Mazda CX-5 arrives in February and Hyundai's Santa Fe gets a new do next year.
CR-V, Escape and CX-5 all were unveiled at the Los Angeles auto show on Wednesday. Honda hosted journalists at a New York briefing and drive event earlier this month.
In its favor, the CR-V's styling is handsome and gives the impression the vehicle is bigger than it is. It's about an inch shorter than the previous version, but otherwise the same.
The new model's "presence" keeps you from feeling as if you bought the pee-wee model, and instead lets you revel in owning an SUV of apparent substance. Satisfying.
Mileage is up significantly, as much as 4 miles per gallon better, depending on model and equipment, resulting in a 31-mpg highway rating on the most fuel-efficient version, which looks good in ads. Good mpg gives a patina of social concern and engineering expertise, even if you don't hit the sticker numbers in your driving. (And, of course, Test Drive didn't.)
The interior, previously criticized as plain, even cheap, got enough upgrading to surfaces, layout and trim that it now seems fine. Won't wow you, but isn't a reason not to buy.
Honda did a mostly good job of making it easy and pleasant to use most of the controls and gauges. An exception is the optional navigation system. It's old school, with tiny buttons and a little joystick control. Hard to operate, nigh impossible wearing winter gloves.
The visors don't slide on their rods, making it tough to effectively block the sun from all angles.
The drivetrain is disappointing. Despite better mpg and a little more power, the 4-cylinder vibrates a bit at low speed and idle, enough to spark murmurs of dissatisfaction from passengers. The automatic transmission remains a 5-speed. Honda says that's sufficient, that a 6-speed's not needed, nor is the additional cost.
But there were many times in our drive that the gearbox didn't downshift for needed acceleration, which it might have been able to do with 6 gear ratios. No matter how good Honda's 5-speed becomes, a 6-speed with the same level of development would be better.
On the other hand, the optional all-wheel-drive system is nicely upgraded. It no longer needs to wait for the front wheels to lose traction before it begins powering the rear wheels, which should make it more effective on slick pavement.
The higher level of standard equipment should please most buyers. A backup camera, for instance, is standard on all models, at a time some automakers still fail to offer the feature even as an option.
Also standard: USB audio connection, Bluetooth streaming audio and hands-free phone link, Pandora radio and one-latch, easy-folding rear seats. CR-V's tilt-telescope steering column and its front seats have additional room for adjustment. That really improved comfort on a trip from Manhattan to northern Virginia.
The CR-V seemed a generally pleasant, easy-driving, comfortable machine throughout several hundred miles of testing. But something always popped into the mental periphery to slightly undercut the positive impression.
In addition to the fussy-to-operate navigation, the don't-adjust-enough sun visors and the mild but annoying engine vibration:
The doors opened and shut with a down-scale "clack" rather than the soft, reassuring "whump" that some vehicles in this price range manage to achieve.
The electronic throttle control was jerky at low speed, as when trying to ease along from 0 to 15 mph in the inevitable traffic jam around Baltimore and on the Washington, D.C., beltway.
While the 2012 CR-V addresses some sore points with the previous model, we'll wager — based on some gawking and tire-kicking of the Escape and CX-5 at the L.A. show — that a year from now, the CR-V could begin to seem dated again.
•What? Remake of the popular, small, 4-door, 5-passenger crossover SUV. Front- or all-wheel drive.
•When? On sale Dec. 15.
•Where? Built at East Liberty, Ohio.
•How much? Expect about $21,000 to $31,000. Honda will set prices nearer sale date.
•What makes it go? Honda's familiar 2.4-liter 4-cylinder engine, rated 185 horsepower (up 5 hp) at 7,000 rpm, 163 pounds-feet of torque at 4,400 rpm. 5-speed automatic transmission. Updated, optional all-wheel drive system now can begin sending power to all 4 wheels without waiting for front wheels to slip.
•How big? Close in size to 2011 model. The 2012 is 178.3 inches long, 71.6 in. wide, 65.1 in. tall on a 103.1-in. wheelbase. Weighs 3,365 to 3,554 lbs. (22 to 48 lbs. lighter). Cargo space is 37.2 cubic feet (plus 1.5 cu. ft.) behind rear seat, 70.9 cu. ft. (minus 2 cu. ft.) with seat folded.
•How thirsty? Front-drive rated 23 miles per gallon in town, 31 highway, 26 combined. All-wheel drive rated 22/30/25. Those are up 1 to 4 mpg vs. the 2011.
Loaded AWD test vehicle registered 27.1 mpg (3.69 gallons per 100 miles) in 237 high-speed highway miles and 16 mpg (6.25 gal. per 100 mi.) in suburban driving.
Burns regular, holds 15.3 gal.
•Overall: Big improvement, but good enough to hold off new Ford Escape, Mazda CX-5, Hyundai Santa Fe?
•When? On sale Dec. 15.
•Where? Built at East Liberty, Ohio.
•How much? Expect about $21,000 to $31,000. Honda will set prices nearer sale date.
•What makes it go? Honda's familiar 2.4-liter 4-cylinder engine, rated 185 horsepower (up 5 hp) at 7,000 rpm, 163 pounds-feet of torque at 4,400 rpm. 5-speed automatic transmission. Updated, optional all-wheel drive system now can begin sending power to all 4 wheels without waiting for front wheels to slip.
•How big? Close in size to 2011 model. The 2012 is 178.3 inches long, 71.6 in. wide, 65.1 in. tall on a 103.1-in. wheelbase. Weighs 3,365 to 3,554 lbs. (22 to 48 lbs. lighter). Cargo space is 37.2 cubic feet (plus 1.5 cu. ft.) behind rear seat, 70.9 cu. ft. (minus 2 cu. ft.) with seat folded.
•How thirsty? Front-drive rated 23 miles per gallon in town, 31 highway, 26 combined. All-wheel drive rated 22/30/25. Those are up 1 to 4 mpg vs. the 2011.
Loaded AWD test vehicle registered 27.1 mpg (3.69 gallons per 100 miles) in 237 high-speed highway miles and 16 mpg (6.25 gal. per 100 mi.) in suburban driving.
Burns regular, holds 15.3 gal.
•Overall: Big improvement, but good enough to hold off new Ford Escape, Mazda CX-5, Hyundai Santa Fe?
Last edited by TSX69; 11-18-2011 at 07:55 AM.
11-18-2011, 08:25 AM
#660
אני עומד עם ישראל
Now I'm even more curious to see what the Escape is going to bring to the table.
11-18-2011, 08:59 AM
#661
the only thing i like about the new interior is the wood (which apparently isn't even standard, only on EX-L) and the fixed center console.
but i like the different textures of the current CR-V vs the flat plastic on the new one, and the chrome bits and pieces in the outgoing one.
but i like the different textures of the current CR-V vs the flat plastic on the new one, and the chrome bits and pieces in the outgoing one.
11-18-2011, 10:31 AM
#662
The sizzle in the Steak
More reviews!!!
11-18-2011, 10:32 AM
#663
The sizzle in the Steak
11-19-2011, 09:00 AM
#664
Safety Car
ExtremeTech
The basics of the connected life are standard on the new Honda CR-V SUV: a USB jack, Bluetooth, text reader, dashboard control of Pandora, and at least one color display. It’s Honda’s way of staying competitive in the burgeoning market for small sport utility vehicles, the so-called cute ute segment. The 2013 Honda CR-V is one of the best, although the equally-new Ford Escape has even more tech available, just not standard with every car.
A test drive in an early-production-run Honda CR-V showed the value of all that tech. When it worked. It was great being able to manipulate Pandora using the car’s big control knobs and see the results on a 5-inch i-MID, or intelligent multi-information display. Big LCDs are less distracting than fiddling with your phone while driving. But I found the connection to iTunes on an Apple iPhone 4S froze several times and so did dashboard control of Pandora. Unplugging and replugging the phone restored the frozen connection, although sometimes it seized up again and you could no longer control the device. That happened on both CR-Vs I drove. You can’t use the phone to control Pandora or iTunes because the car disables local access.
Honda said the glitches might be the early nature of a batch of CR-Vs that won’t reach the public. But if CR-V buyers encounter problems, as I did, they may not have the flexibility afforded Ford Sync users: They can download and install a patch via USB key, or get it in the mail, as is the case of the pending fix to the MyFord Touch interface. With Honda you may be in for a trip back to the dealer. Imagine having to take your PC back to the dealer every time you needed to resolve an issue with Microsoft Office or Adobe Photoshop or iTunes.
The 5-inch i-MID LCD sits at the top of the center stack and shows audio, phone, car computer, and other functions. It’s deeply hooded, yet I found the i-MID was still affected by glare from the sun at times. If you opt for a navigation system, a larger 7-inch LCD goes in the middle of the center stack. Honda says navigation will cost about $1,500 and claims the cost is justified by all the testing automakers have to do. So Honda says. Buy a Ford Escape and you’ll get navigation for $795. Industry analysts say navigation systems should cost less than $1,000.
Pandora in a press release says this if the 1st “integrated” version of the popular streaming software. A spokesperson clarified to say it considers all versions of Pandora, such as the ones offered by BMW and Ford, to be integrated. The difference may be that the BMW and Ford versions are enabled by software, making them easier to integrate, to offer upgrades or bug fixes, or even to offer similar streaming software such as MOG. When you’re stopped, you can see texts on the i-MID; when you’re moving, they’re only read aloud. You can send the usual canned responses, but Honda, like most other automakers, doesn’t trust its voice recognition software enough to let you dictate a free-form response. What they say is that it would be distracting because the car would have to post a draft of your text on-screen for approval.
Since every CR-V has at least 1 color display, Honda also made standard a multi-angle backup camera. There’s a rear seat entertainment system available but it’s an either/or option: You can have navigation or rear entertainment, but not both.
Aside from the tech aspects, the 2012 Honda is mostly improved: the cockpit is nicer and fuel economy is up 1-4 mpg (23 mpg city, 31 mpg highway for the front-drive CR-V). There’s a center bin big enough for a purse; the USB connection is there, too. The power steering is electric and that makes possible some additional stability control tech features that help steer you safely through corners when it’s wet or icy outside. But Pandora is iPhone-only, the automatic transmission remains a five-speed (Honda says why bother with more gears since mpg is up), and the ride remains firm to stiff. It will cost about $21,000-$31,000.
If you shop small SUVs, look at the top-selling CR-V in this tech-improved, 4th-generation form; the 2013 Ford Escape (sales leader including fleet sales) with Sync and MyFord Touch optional along with a liftgate that opens when you kick your foot under the back of the car (and the remote key is in your pocket); and an entirely new model, the Mazda CX-5. The Toyota RAV-4 is a top seller, too, but it’s overdue for a model refresh; the Hyundai Santa Fe gets a refresh in the spring.
11-19-2011, 12:38 PM
#666
I don't think the CR-V's interior is all that bad. It's just that going in the Escape thread, the Escape's interior blows it away.
It's 22 mpg.
11-19-2011, 04:23 PM
#669
11-24-2011, 01:21 PM
#671
Safety Car
ConsumerReports
A strong competitor in the small SUV class, the Honda CR-V has proven to be among the most popular, selling more than 200,000 vehicles a year. Traditionally it’s done well in our tests although in recent years it’s been a bit overshadowed by the Toyota RAV4 and Subaru Forester. We recently had an opportunity to live with the redesigned, fourth-generation CR-V, thanks to an example borrowed from Honda, to capture and share our 1st impressions.
Visually, it’s clear that Honda didn’t stray far from the previous generation. To my eyes, the styling reminds of a Volvo XC60 from the back. It’s still powered by the same 2.4-liter 4-cylinder engine mated to a 5-speed automatic. The steering is now electrically assisted; Honda also says that they managed to shed 110 pounds of the body, all of which would show up in fuel economy gains. Lower loading floor, standard rear camera and a neat 1-touch action for folding the rear seat are also new.
On the road, the CR-V is pleasant and unobtrusive but not exactly fun. The powertrain is largely a carryover, although it gained 5 hp for a total of 185 hp. Some complain the CR-V doesn’t offer a V6, but this engine is 1 of the smoothest most refined available. Even though it’s only a 5-speed in a world of 6- and 8-speed gear boxes, it’s smooth and responsive, and it works really well overall. So while there are no thrills here, the CR-V packs a pleasant powertrain.
Handling is sound, though not sporty. It has a prompt initial turn-in response, and no excessive body lean. The steering, while quick and well-weighted, is quite vague on center. Honda says the AWD system is now quicker in transferring power front to rear.
The ride is firm yet supple and controlled--very much in the laudable Honda tradition. It’s nice to see they haven’t spoiled this one like they did with the Civic.
Previous CR-Vs suffered from a lot of road nose. Our sampled model had some of it still, but it wasn’t to a level of discomfort or nuisance.
Inside, the cabin is well constructed. Even though the dash looks like soft touch it actually isn’t. A rear-view camera is standard. For the first time the CR-V will offer a rear entertainment system, adding appeal for those who want to downsize from a Pilot or Odyssey.
The rear seat can be folded either by pulling a lever or in case you happen to be standing by the side, by pulling a strap. This handy feature creates a flat loading floor in an instant. The rear gate has a large opening and requires a little effort to raise or lower it.
Overall, the new CR-V presents an evolutionary change--nothing wrong with that when you have a competitive and successful product. It may not be the most exciting vehicle, but in terms of pure functionality, the new well-rounded CR-V is hard to fault. Based on this experience, we think that if you liked the old CR-V, you’ll like this one. We’ll see exactly how it stacks up against the competition when we buy one and thoroughly test it.
11-24-2011, 02:57 PM
#673
Senior Moderator
We keep hearing comparisons to the Volvo because of the tail lights. But the CR-V has had those high up tails since day 1 some 15 years ago. Its a not a new design feature by any means.
11-29-2011, 11:31 AM
#678
The sizzle in the Steak
Japan gets push button keyless start.....How bout N.A.? Nope. Why?
Honda hates North America.
Honda hates North America.
11-29-2011, 11:35 AM
#679
Senior Moderator
And that Modulo grille looks much better than the regular version.
11-29-2011, 12:26 PM
#680
I'm the Firestarter
