Honda is close to selling more trucks than it does cars -- startling for a company traditionally so focused on cars. A decade ago, Honda’s top two sellers were the Civic and the Accord. Today the CR-V, Honda’s popular midsize crossover, is most definitely in the hunt.
“The reality is, over the course of the last year and a half, the CR-V has had several months where it has been the No. 1-selling vehicle in the Honda lineup,” says Jeff Conrad, senior vice president and general manager Honda Division. “But one month it’s the CR-V and the next month it’s the Civic. It really is a horse race.”
“The reality is, over the course of the last year and a half, the CR-V has had several months where it has been the No. 1-selling vehicle in the Honda lineup,” says Jeff Conrad, senior vice president and general manager Honda Division. “But one month it’s the CR-V and the next month it’s the Civic. It really is a horse race.”
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| Honda CR-V 2017 / pic via autoweek.com |
Last year, the company moved more than 340,000 CR-Vs, more than double the number Honda sold back in 2006. And the growth has happened with a relatively old product, indicating just how strong the shift to crossovers and SUVs has become.
“We’re closer right now to a 50/50 (car/truck) mix. Will it be a little heavier in light truck going forward? That’s possible,” says Conrad.
2017 Honda CRV interior
“We’re closer right now to a 50/50 (car/truck) mix. Will it be a little heavier in light truck going forward? That’s possible,” says Conrad.
2017 Honda CRV interior
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| Inside the 2017 Honda CR-V. / pic via autoweek.com |
The new 2017 CR-V could certainly be the catalyst to tip the scales more heavily to the truck side. Take a long, slow look around the new CR-V’s exterior and it’s clear there’s design inspiration from both the Civic and outgoing CR-V. Indeed, beneath the metal the CR-V rides on the latest version of the company’s Global Compact Platform—the same bones as the Civic.
Takaaki Nagadome, CR-V development leader, says the new crossover is 1.4 times stiffer in bending and 1.3 times stiffer torsionally than the outgoing CR-V, a serious improvement. Up front the Civic uses a Macpherson strut front suspension and a new multi-link suspension in the rear. Both are isolated from the chassis with subframes and fluid-filled bushings. The new variable-ratio electric power steering is quicker than the old system (12.3:1 vs 15.59:1). Honda says it eases parking lot chores.
The new model is only slightly larger than the old one, benefitting from a 1.6-inch wheelbase stretch to help create 2.1-inches more rear-seat legroom. At 40.4-inches, the CR-V now has 2-inches more room for your knees than the larger Honda Pilot. Speaking of space, the CR-V can swallow 39.2 cu-ft of cargo (up from 35.2) with all the seats in place and 75.8 cu-ft with them folded. Both numbers comfortably exceed Honda’s archrival, the Toyota RAV4. In fact, the Honda now offers a near pickup-like 5-feet of flat cargo space with the seats down. According to Honda’s Conrad, tremendous space functionality stuffed into a tidy package is exactly what CR-V buyers want.
2017 CRV cargo area
Takaaki Nagadome, CR-V development leader, says the new crossover is 1.4 times stiffer in bending and 1.3 times stiffer torsionally than the outgoing CR-V, a serious improvement. Up front the Civic uses a Macpherson strut front suspension and a new multi-link suspension in the rear. Both are isolated from the chassis with subframes and fluid-filled bushings. The new variable-ratio electric power steering is quicker than the old system (12.3:1 vs 15.59:1). Honda says it eases parking lot chores.
The new model is only slightly larger than the old one, benefitting from a 1.6-inch wheelbase stretch to help create 2.1-inches more rear-seat legroom. At 40.4-inches, the CR-V now has 2-inches more room for your knees than the larger Honda Pilot. Speaking of space, the CR-V can swallow 39.2 cu-ft of cargo (up from 35.2) with all the seats in place and 75.8 cu-ft with them folded. Both numbers comfortably exceed Honda’s archrival, the Toyota RAV4. In fact, the Honda now offers a near pickup-like 5-feet of flat cargo space with the seats down. According to Honda’s Conrad, tremendous space functionality stuffed into a tidy package is exactly what CR-V buyers want.
2017 CRV cargo area
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| Cargo flexibility has long been a Honda CR-V strong suit / pic via autoweek.com |
“We’re now trying to appeal to a broader range of buyers with the new CR-V,” says Conrad. “Some might traditionally think they need a bigger SUV but we’re saying you don’t have to go up a class. We have the vehicle to fit your needs.”
The previous CR-V made due with one powertrain but this fifth generation has two: a base 184 hp 2.4-liter four-cylinder for the LX model essentially unchanged from last year and a new 1.5-liter turbocharged four-cylinder for all other CR-Vs. The turbo motor is shared with the Civic, but here it makes 16 more hp for 190 and 179 lb-ft of torque, up 17 over the sedan. Those increases are thanks to a slightly lower compression ratio, a redesigned turbo using a re-shaped impeller with fewer blades and more boost—a 2 psi bump from the Civic to 18.5 psi. Those smart Honda engineers also made sure the power was accessible with regular-grade fuel. All models use active grill shutters to reduce drag at cruising speeds. Both engines connect to a continuously variable automatic transmission similar to the ones other Hondas use.
The last CR-V’s all-wheel drive system used a fixed 60:40 (front/rear) torque split when engaged and could only send power rearward if it detected wheel slip on the front axle. The new CR-V ditches this old-style system for a far more-sophisticated setup. The new CR-V’s system now calculates the torque needed and where it should be distributed based on factors like acceleration, throttle position, yaw and steering wheel angle. Unlike the old system, this new one can send torque rearward on dry pavement to aid handling. The new system should be far better on snowy roads too because it can send 57-percent more torque rearward than the old one. If those front wheels are stuck on a sheet of ice, Nagadome says the system can route 100 percent of the available torque to the rear wheels.
The CR-V is available in LX, EX, EX-L and more luxurious Touring trim. However, the EX is where we’d shop. That’s the least-expensive way to get the turbo motor, a 7-inch TFT gauge cluster and infotainment screens with Apple Carplay and Android Auto as well as 18-inch wheels. It’s also where the key Honda Sensing safety tech becomes standard, including collision-mitigation braking, road-departure mitigation, adaptive cruise control with low-speed follow, lane-keeping assist and blind-spot monitoring. Honda delivers some handy convenience features to EX models too. For instance, the CR-V locks itself if you walk away with the fob in your pocket. And EX-grade CR-Vs come with remote engine start—a must for those in the snow belt.
What's it like to drive?
This might be the first test drive where we decided to spend some time in the rear seat first. After all, any parents with small kids appreciate a roomier rear seat to fit those bulky child seats. When there’s extra room for those seats in back—there’s extra room for Mom and Dad up front. Indeed, the new CR-V has more rear legroom than either the Pilot or the Accord, so yes, it’s comfy. We had about 5 inches between our knees and the seatback with the front seat positioned for our 6-foot-plus co-driver. When adults are sitting back there, they’ll also have two USB ports for phone charging.
The experience behind the steering wheel is comfy too. The CR-V feels roomier in every direction, and Honda’s efforts to silence noise and vibration are evident here. It’s quieter and more refined than the old CR-V. What you notice first is the driving position, though -- the previous model’s seats felt as though they were perched up high, minivan style. This new one feels more natural, more like a car. Honda engineers were able to scallop and thin the A-pillars to provide a 4.5 degree increase in viewing angle through the windshield for improved outward vision.
The infotainment system is slick and pulled right from the Civic with one critical difference. Here, Honda has decided to use an proper volume knob rather than touch-sensitive buttons. Our leather-lined models had nice soft padding on the center console for elbows and on the doors, making it quite a nice place to spend time.
On the twisty roads between San Francisco and Monterey, the CR-V felt planted and poised in part thanks to the wider track. Driven back to back with a 2016 CR-V, the old one felt clumsy in corners. Don’t expect a sporty Civic-like vibe in this new one, though. In terms of handling, the CR-V feels largely unrelated to the spunky compact sedan. Instead this is a crossover, more softly sprung and aimed at comfort. It’s by no means sloppy, though. The steering is less weighty than the old setup but directs the CR-V’s nose with more precision.
Despite packing more torque and horsepower than the Civic, the CR-V Touring we drove also weighed more than 3,500 pounds -- 500 lbs. more than the heaviest Civic sedan. So the turbocharged four-cylinder feels less responsive in the CR-V and doesn’t move the crossover with as much gusto. We found ourselves digging deep into that right pedal frequently to build acceleration. For those of us liking a little speed more muscle under the hood would be welcome.
Honda didn’t have an off-road test area available for our drive but we did find a short, sloppy, muddy side road along our route. After a few minutes playing in this little pit, mashing the throttle, we couldn’t detect any slip from the front or rear wheels. Even under wide-open throttle, the CR-V just pulled from the slick mud without any drama.
The experience behind the steering wheel is comfy too. The CR-V feels roomier in every direction, and Honda’s efforts to silence noise and vibration are evident here. It’s quieter and more refined than the old CR-V. What you notice first is the driving position, though -- the previous model’s seats felt as though they were perched up high, minivan style. This new one feels more natural, more like a car. Honda engineers were able to scallop and thin the A-pillars to provide a 4.5 degree increase in viewing angle through the windshield for improved outward vision.
The infotainment system is slick and pulled right from the Civic with one critical difference. Here, Honda has decided to use an proper volume knob rather than touch-sensitive buttons. Our leather-lined models had nice soft padding on the center console for elbows and on the doors, making it quite a nice place to spend time.
On the twisty roads between San Francisco and Monterey, the CR-V felt planted and poised in part thanks to the wider track. Driven back to back with a 2016 CR-V, the old one felt clumsy in corners. Don’t expect a sporty Civic-like vibe in this new one, though. In terms of handling, the CR-V feels largely unrelated to the spunky compact sedan. Instead this is a crossover, more softly sprung and aimed at comfort. It’s by no means sloppy, though. The steering is less weighty than the old setup but directs the CR-V’s nose with more precision.
Despite packing more torque and horsepower than the Civic, the CR-V Touring we drove also weighed more than 3,500 pounds -- 500 lbs. more than the heaviest Civic sedan. So the turbocharged four-cylinder feels less responsive in the CR-V and doesn’t move the crossover with as much gusto. We found ourselves digging deep into that right pedal frequently to build acceleration. For those of us liking a little speed more muscle under the hood would be welcome.
Honda didn’t have an off-road test area available for our drive but we did find a short, sloppy, muddy side road along our route. After a few minutes playing in this little pit, mashing the throttle, we couldn’t detect any slip from the front or rear wheels. Even under wide-open throttle, the CR-V just pulled from the slick mud without any drama.
Do I want one?
That depends. There are certainly crossovers in the CR-V’s class more fun to drive and offering more horsepower, but few offer the CR-V’s incredible space efficiency mixed with Honda’s smart engineering and thoughtful technology packaging. For many small families, the new CR-Vs class-leading practicality and comfort are the most-important reasons to put one in their garage.
On Sale: Dec. 21
Base Price: $24,045
Drivetrain: 2.4-liter I-4 (LX), 1.5-liter Turbo I-4, CVT
Output: 184 hp @ 6,400 rpm, 180 lb-ft of torque @ 3,900 rpm (LX), 190 hp @ 5,600 rpm, 179 lb-ft of torque @ 2,000-5,000 rpm
Curb Weight: 3,307 lbs. (LX 2WD) to 3,512 lbs. (Touring AWD)
0-60 MPH: N/A
Fuel Economy: 26/32/28 MPG (LX 2WD)(EPA City/Hwy/Combined)
Pros: Roomy, efficient, more capable
Cons: Somewhat dull to drive, sluggish turbo engine
On Sale: Dec. 21
Base Price: $24,045
Drivetrain: 2.4-liter I-4 (LX), 1.5-liter Turbo I-4, CVT
Output: 184 hp @ 6,400 rpm, 180 lb-ft of torque @ 3,900 rpm (LX), 190 hp @ 5,600 rpm, 179 lb-ft of torque @ 2,000-5,000 rpm
Curb Weight: 3,307 lbs. (LX 2WD) to 3,512 lbs. (Touring AWD)
0-60 MPH: N/A
Fuel Economy: 26/32/28 MPG (LX 2WD)(EPA City/Hwy/Combined)
Pros: Roomy, efficient, more capable
Cons: Somewhat dull to drive, sluggish turbo engine
