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Auto Car Design and Review
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-four, but now boasts a 5.4-percent 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 first 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 nine-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 first gear, redline resides north of 40 mph; in second, 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 five-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 two 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 five-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.
VEHICLE TYPE: front-engine, front or 4-wheel-drive, 5-passenger, 5-door wagon
BASE PRICE: $22,000
ENGINE TYPE: DOHC 16-valve inline-4, aluminum block and head, port fuel injection
Displacement: 144 cu in, 2354 cc
Power: 185 hp @ 7000 rpm
Torque: 163 lb-ft @ 4400 rpm
TRANSMISSIONS: 5-speed automatic
DIMENSIONS:
Wheelbase: 103.1 in
Length: 178.3 in
Width: 71.6 in
Height: 64.7 in (FWD), 65.1 in (AWD)
Curb weight (C/D est): 3500 lbPERFORMANCE (C/D EST):
Zero to 60 mph: 9.0 sec
¼-mile: 17.0 sec
Top speed: 117 mph
FUEL ECONOMY:
EPA city/highway driving: 22–23/30–31 mpg
Continued... PHOTOS (80)
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