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The ride is soft and plush—though a bit harder than the original CR-V. This is because of the McPherson / Double Wishbone suspension (unlike the Double Wishbone / Double Wishbone of before) configuration as well as the stiffening of the body to accommodate additional human payload. However, it rides leagues better than the often bump-nervous Toyota RAV4. The CR-V has longer suspension travel which means the springs can absorb the rough stuff better; add softly sprung shocks—it equals a great and comfortable ride that’s nearly an equivalent to bigger sized sport-utes. Handling is nothing great, but because of the stiffened body structure, the CR-V goes over long bends with more agility, albeit less steering feedback than before. The car’s tendency is to under steer, especially during tighter turns—but this is something to expect from a car that’s tuned for comfort rather than out-and-out performance. The automatic transmission is still a clear second-best to the Toyota’s Super ECT, but the CR-V silences the terrible shift-shock sensation complaints that have plagued the Honda Civic. It has successfully put more meat than the original model. Thus, the CR-V feels more mature and contained even during highway traveling, but don’t go expecting it to scream all the way to it’s redline like an SiR can. This time, it seems that the transmission is well suited to the engine. Speaking of engines, the CR-V’s brand-new 2.0-liter i-VTEC engine is the car’s overall pride and joy. The engine cranks out 150 bhp at 6500 rpm and 194 Nm of torque at 4000 rpm. Great on paper and surprisingly great in reality too! Because the VTEC unit now modifies both valve timing and lift (think VVTi + VTEC-3), the power delivery and torque curve are less peaky making the CR-V a relaxing and joy to drive. It revs smoothly and requires fewer revolutions than the Toyota making the CR-V an overall champion when it comes to the interior noise challenge. If you’re not convinced yet about this new power plant, put this into mind: it’s the same one that powers the ass-kicking Civic Type-R and Integra Type-R (detuned, of course). Lastly, stopping the CR-V is a less of a dramatic event than ever before. Thanks to Type-R sized four-wheel disc rotors with anti-lock brakes and electronic brakeforce distribution with brake assist, the CR-V is surefooted compared to its sedan base Civic. However, Honda still has to make improvements to the slushy brake pedal feel that has plagued their cars (even top end Type-Rs). The preferred choice when on the limit is still the Toyota RAV4 because the fatter tires and better pedal feel give it more driver confidence. So, what’s the final word on the Honda CR-V then? Well, it definitely puts into question the general thinking when it comes to soft-roaders. Typically soft-roaders have become playthings of the rich—think Toyota RAV4 or Suzuki Grand Vitara. They commonly have all the looks and none of the utility—or at least in the case of the Grand Vitara, it’s a half-half thing. Now, with the all-new CR-V, it definitely puts the ‘Utility’ back into equation. With ample space for 6 adults (8 in a sardine-like squeeze), the CR-V can carry more than your average sedan. Additionally, the extra length added to the CR-V’s rear means it could fit more stuff than any of its class competitors. Generally, the Honda CR-V’s one fine car, thanks to its creamy smooth i-VTEC engine, revised transmission system, improved dynamics and complete safety equipment. Space isn’t a premium as well since it has it in strides, as long as you’re not seating the entire clan. Warranty and service interval package is great too, as the CR-V has the same 3-year / 100,000 kilometer warranty as the Civic—something than even BMW here can’t offer. |
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