The third-generation CR-V marked the
first CR-V in 2007 to feature a vertically opening tailgate, a feature made
possible by removing the spare wheel from the back door. Lower in
height, shorter in length and wider than its predecessors, it offered
improved on-road dynamics. A mid-life facelift in 2009 introduced the
new generation i-DTEC diesel engine and saw a diesel engine combined
with an automatic transmission for the first time in the CR-V.
Originally launched at the 1995 Tokyo Motor Show, the Honda CR-V was one
of the first of the modern generation of 'soft roaders'. It became a
benchmark for this fast growing segment with its practical size and
excellent utility. The CR-V was designed primarily for on-road use, but
with SUV styling and the quality customers expect from a Honda product.
Sales began in Europe in 1997 and the CR-V quickly became a firm
favourite with buyers. Production of European specification CR-Vs
started at Honda's plant in Swindon, United Kingdom in 2000.
Launched in late 2001, the second generation CR-V took many cues from the original, retaining all of its best features including the rugged 4x4 styling and the 'on demand' Real Time Dual Pump 4WD system. It offered improved performance and economy, achieved through the introduction of Honda's 2.0-litre i-VTEC petrol engine, while the new body structure delivered increased interior space.
A further sales boost came in 2005 with the introduction of Honda's much acclaimed i-CTDi diesel engine. Perfectly complementing the petrol engine, the high output, high torque engine significantly enhanced the CR-V's all-round appeal.
Over five million CR-Vs have been sold across the world since its introduction in 1995 and the new, fourth generation builds on the success of its predecessors with even greater quality, practicality and refinement. The model that helped define the compact-SUV sector has been comprehensively redesigned for the European market.
For the first time in Europe, the new CR-V will be offered with a choice of both two- and four-wheel drive, while improvements to both the petrol and diesel engines have resulted in a significant reduction in CO2 emissions.
EXTERIOR DESIGN
The pursuit of the perfect balance between a car and an SUV influenced every element of the development process, including the exterior styling.
Exterior Designer Manabu Konaka explains: "The Honda CR-V has always been a car for every occasion. It can be both casual and formal, but the aesthetic must always convey solidity and reliability."
The length and height of the car have been reduced by 5 mm and 30 mm respectively compared with the current model, without reducing the interior space.
While the fourth generation model is instantly recognisable as a member of the CR-V family, it still manages to assert its own identity. The new model takes on a more aggressive and aerodynamic stance with deeper sculpting of the bodylines and a bolder nose section. The front bumper's smooth, flowing lines are joined by a horizontal three-bar grille and deep-set headlights. The lower front bumper is designed to convey SUV capability with a generous approach angle. The signature vertical rear brake lights, which have featured on every generation of Honda CR-V, remain but the fourth generation introduces a more three-dimensional style. The CR-V's large wheels and bold wheelarches further emphasise its dynamic presence and capability.
The CR-V has been designed as a global car but the European model features a number of exterior refinements developed specifically for this market. A revised front bumper emphasises its dynamic appeal, while front LED daytime running lights and rear LED lights are other stylish additions.
The position of the windscreen has been brought forward by 60 mm (measured from bottom of the windscreen) relative to the overall length of the car. As a result, the size of the engine compartment has been reduced.
"At Honda, every project leader pursues our man-maximum, machine-minimum philosophy," says Nakagawa. "It is always our goal to reduce the size of the mechanical parts in order to provide more space for the occupants. It is a big challenge for our engineering and production teams, but one that we must take on."
The repositioning of the windscreen and the new bonnet design have provided a second benefit: the area of the nose of the car that cannot be seen from the driver's seat has been reduced to improve visibility and make the CR-V easier to manoeuvre.
A 10 mm increase in both the steering wheel and seat height adjustments has also ensured that a broader range of drivers can achieve an ideal driving position.
The synergy between form and function has played a critical role in the development of every generation of the Honda CR-V and this latest model is no exception. The expansive glass area of the windows reveals the spaciousness of the cabin.
With the rear seats folded flat, the boot capacity of the CR-V has grown by 147 litres to 1648 litres. If the space-saver spare wheel is specified, the volume increases to 1669 litres with the seats folded up, or 589 litres with the seats in place. The load length has been increased by 140 mm to 1570 mm, while the height of the load lip has been reduced by 25 mm to make it easier to load heavy or awkward items. The boot of the CR-V can now accommodate two mountain bikes or four sets of golf clubs.
A keyless entry system and power tailgate (unique to the European specification CR-V) provide enhanced practicality.
INTERIOR DESIGN - QUALITY AND FUNCTIONALITY
The interior design concept for the new Honda CR-V continues the man-maximum, machine-minimum philosophy. "The first thing that we wanted to achieve with the interior design was a feeling of openness," says the Interior Designer, Takehiro Ishibashi. "I wanted to communicate the feeling you get when you stand on top of a mountain, looking down on the valley and seeing a panorama of the landscape. It's a feeling of freedom, space and timelessness."
The influence of this thinking can be seen in the fascia design. "There are a number of horizontal layers which help emphasise the feeling of space," says Nakagawa. "We call this 'lean-layered' design. By arranging the major functions in a series of layers, you create an ergonomically-efficient environment that is very intuitive." The major controls have been further grouped according to their function, with a 'driver interface zone' behind the steering wheel and an 'information interface zone' in the centre of the cabin.
The materials used within the new CR-V have been carefully chosen for the European market. "The high quality finish on the top of the fascia was inspired by the marble-like pattern you find on Japanese Kobe beef," says Ishibashi. "On the decorative strip that flows across the fascia we used a special film that creates a 3D effect. I am really proud of our attention to detail in every aspect of this vehicle."
Care has also been taken to achieve a significant reduction in the engine and road noise entering the cabin. Sound insulation material has been applied to the floorpan below the passenger compartment, while sound absorption material has been fitted to the rear door, rear wheelarches, door frames, front bulkhead and bonnet. The doors also now feature a double seal. The net result is a 3dB reduction in cabin noise compared to the current CR-V.
The high quality ambience is further enhanced by an impressive range of equipment. In the cabin attention focuses on the 5in "intelligent" Multi-Information Display (i-MID), which controls the audio, telephone and navigation systems (where fitted). Also fitted as standard are Honda's acclaimed ECON mode which helps to minimise fuel consumption and Eco Assist system which advises drivers on how their driving style is impacting on fuel economy (see Efficiency).
In order to emphasise the feeling of space inside, the door casings have been sculpted to create a concave shape. This has also allowed the occupants of the front seats to be moved closer to the sides of the car, making it easier to step in and out. As a consequence, more space has been liberated between the seats for a centre console that houses three cupholders, a storage compartment, an armrest and air vents for the rear seats.
The hip point of the rear passenger seats has been lowered by 38 mm compared to the current model, resulting in a more comfortable seating position and increased headroom. A change in the design of the rear seats has also allowed Honda's engineers to introduce easy fold-down 60/40 Split Rear Seats, which can be folded flat in one movement. At the pull of a handle, the CR-V can be transformed from a five-seater passenger car into a versatile load-lugger. "This is a feature of which I am particularly proud," says Ishibashi. "It will make a big difference to how our customers use their CR-V."
EFFICIENCY
The CR-V has always been one of the most efficient SUVs on the market and Honda's engineers have worked tirelessly to hone every aspect of the fourth generation model. Improved aerodynamics and sophisticated electronics combine to achieve significant reductions in fuel consumption and exhaust emissions.
AERODYNAMICS
As with so many elements of the new CR-V, form and function go hand in hand in the aerodynamics of the car. The adoption of a flat under floor and sculptured wheelarches have smoothed the air flow under the car, while a longer roof combined with aerodynamically optimised front bumper and rear spoiler help to manage the air-flow over the body. The result is a reduction in the drag coefficient of 6.5% compared with the current CR-V benefitting performance, fuel economy and reducing exhaust emissions.
ENGINES
Under the bonnet of the Honda CR-V, customers will find either a 2.0-litre i-VTEC petrol engine or a 2.2-litre i-DTEC diesel engine.
Both are developments of the engines found in the third generation CR-V but both have been comprehensively redesigned with a focus on reducing CO2 emissions. "We have placed a key emphasis on applying new technologies to reduce the friction in the engines and improve their efficiency," explains Nakagawa. Idle-stop technology has also been introduced on all models fitted with the six-speed manual gearbox. Improvements in fuel economy and a reduction of CO2 emissions in the new CR-V have been achieved without compromising driving pleasure.
i-DTEC DIESEL ENGINE
The power and torque outputs of the i-DTEC engine remain at 150PS and 350 Nm respectively, but the CO2 emissions have fallen from 171 g/km to 149 g/km (12%) for the manual version, and from 195 g/km to 174 g/km for models equipped with the five-speed automatic transmission.
The i-DTEC engine is all-aluminium, transversely mounted, with 4-cylinders, DOHC, four valves per cylinder, a variable nozzle turbocharger, piezoelectric injection and a second order balancer shaft. A continuously variable swirl control valve, located in the intake manifold, provides fine control of the swirl ratio, to give the ideal combustion environment within the cylinders at all times. This helps to reduce noise levels ( through reduced knocking) and produce smoother performance. A standard particulate filter (DPF) and Exhaust Gas Recirculation technology contribute to a reduction in NOx levels and further improvements in efficiency.
i-VTEC PETROL ENGINE
The power output of the 2.0-litre i-VTEC engine has risen from 150PS to 155PS. Despite this increase in performance, CO2 emissions have fallen from 192 g/km to 173 g/km for the manual version, and from 195 g/km to 175 g/km for the automatic.
Customers opting for the two-wheel drive version (only available with a petrol engine) will see a further reduction in emissions to 168 g/km. The introduction of a front-wheel drive CR-V responds to changing market conditions. Across Europe, two-wheel drive models now account for 51% of the petrol-engined compact-SUV market according to a survey conducted in 2011.
The Honda CR-V's petrol engine uses Honda's long-established VTEC system, which is able to adjust the lift and opening duration of the valves. The system is complemented by Variable Timing Control (VTC), which monitors the engine load and controls the phasing of the inlet camshaft. These work together to produce a remarkably broad and smooth power band. Based on input from a position sensor located at the rear end of the inlet camshaft, the engine's ECU varies the inlet camshaft position relative to that of the exhaust camshaft. In this way it can advance and retard the opening of the inlet valves.
During acceleration, VTC is set at a relatively small degree of valve overlap to provide the optimal output, the valve opening angle using the inertia of the intake air. In addition, as engine speed builds, the VTEC mechanism switches from the low speed cam to the high speed cam, but with the same degree of overlap.
At high engine speeds, there is much greater valve overlap, which reduces pumping losses, maximises exhaust gas recirculation, and provides the best balance between fuel consumption and power output.
ECON MODE
The new CR-V is equipped with an ECON button as part of the Eco Assist™ system. When activated, ECON mode alters the mapping of the drive-by-wire throttle system to ensure a smooth increase in torque for a more relaxing drive and greater fuel efficiency on the 2.0 litre i-VTEC models only. In addition, it alters the operation of the cruise control on the 2.0 litre i-VTEC models and the air conditioning systems, allowing for slightly increased variances with the set speed or the set temperature in order to conserve fuel whenever possible. For all models, the air conditioning controls the compressor and decreases the voltage of the fan drive to reduce the load on the engine, improving fuel efficiency.
ECO ASSIST
When Honda developed the 2nd Generation Insight hybrid, the engineers discovered that different driving styles could create as much as a 15 per cent variance in fuel economy.
In response to this they developed ECO Assist, which helps drivers optimise their driving efficiency. It uses the car's speedometer to advise drivers how their driving style is impacting fuel economy. If the car is being driven economically, the dashboard glows green. If the driver slightly exceeds the best level of throttle control, the dashboard will glow white/green. Finally, it will glow white during heavy acceleration and deceleration. A variation (different colours and/or different parts of the dashboard would light up) of this system was implemented on subsequent hybrid models (CR-Z and Jazz) as well as onto the current Civic. The system helps driver's improve their efficiency.
IDLE STOP
Idle Stop technology is standard on all new CR-V models with a manual transmission and this seamless system can contribute up to a 5 g/km of CO2 saving for the diesel engine. When the driver reaches a standstill and selects neutral, the engine will automatically stop when they release the clutch. It automatically restarts when they depress the clutch to select a gear. A display on the dashboard indicates the operation of Idle Stop and the system can be disabled using a button on the fascia.
RIDE COMFORT AND HANDLING
The new CR-V marks the introduction (in Europe) of a two-wheel drive model as well as upgrades to the car's suspension, steering and four-wheel drive system. The new CR-V development team undertook an extensive test program on European roads, focusing on ride comfort and high speed stability.
