2012 Honda CR-V Tested: Less Ugly, Feels Slow

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 BlackBerrys 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—so 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 it 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 five and two. It’s worth noting that the power peak occurs at 7000 rpm, and 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 it 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, and a wider ratio spread nudges the CR-V’s fuel-economy ratings up. Front-drivers see their mileage increase from 21/28 city/highway to 23/31; all-wheel-drive models go from 21/27 to 22/30.

The Snow Falls and Molasses Wins

The downside is that the CR-V remains among the slowest in its class. The Honda’s ratios make it feel even slower than its predecessor—in first gear, redline resides north of 40 mph; in second, it’s hiding in the 80-mph range—but when we got the new CR-V to the test track, it actually clicked off the 0-to-60 run in two fewer tenths, or 8.5 seconds. We’ve recently logged about half a dozen complaints about the ratio spread in Chrysler’s rear-drive five-speed—we would like Honda to note that this unit is imminently being replaced with an eight-cogger—because of its ludicrous gearing.

Although few people floor it off the line during their morning commute (more people should try it; they’d 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. Accelerating from 50 to 70 mph takes 5.6 seconds, while the combined time for 30–50 and 50–70 runs is more than 10 seconds. 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 controls.

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 clinging to the five-speed seems kind of lazy.

VEHICLE TYPE: front-engine, front- or 4-wheel-drive, 5-passenger, 5-door wagon

ESTIMATED BASE PRICE: $23,000

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

TRANSMISSION: 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 lbC/D TEST RESULTS:
Zero to 60 mph: 8.5 sec
Zero to 100 mph: 24.7 sec
Street start, 5–60 mph: 9.3 sec
Top gear, 30–50 mph: 4.8 sec
Top gear, 50–70 mph: 5.9 sec
Standing ¼-mile: 16.6 sec @ 85 mph
Top speed (governor limited): 118 mph
Braking, 70–0 mph: 175 ft
Roadholding, 300-ft-dia skidpad*: 0.77 g

FUEL ECONOMY:
EPA city/highway driving: 22-23/30-31 mpg
*Stability-control-inhibited

Continued... PHOTOS (80)

Read more »

2013 Honda Fit EV: Production Model Debuts in L.A.

Introduced at the Los Angeles auto show, the Honda Fit EV joins the Scion iQ, Fiat 500, and Chevy Spark in the tiny-cars-that-have-been-converted-to-run-on-batteries brigade. But the Fit EV's rollout, set to begin next summer, will be small and contained: Honda expects to produce and distribute only about 1100 of the cars over the next three years, first in California and Oregon, and then in six to-be-announced East Coast markets.

The production model shown at the Los Angeles auto show is, as expected, very similar to the concept that debuted one year ago at the same show. Contrary to our predictions, the glowing charge port remains, as do EV-specific decals, although the latter's size and garishness have been reduced. The aerodynamic rear spoiler and unique rocker panels remain as well, while the front fascia has been modified slightly to incorporate a chrome smiley face and less-obvious cooling apertures. The car will be offered only in the color seen here: Reflection Blue Pearl.

I Can See Clarity Now

The Fit EV is powered by a 123-hp electric motor that's based on the one in Honda's FCX Clarity fuel-cell electric sedan, and is fed juice by a 20-kWh lithium-ion battery. Honda claims the onboard 6.6-kW, 32-amp charger can top off the pack in less than three hours on 240-volt power. That's slightly better than the claimed time for Ford's Focus Electric, which should need a little longer to charge its slightly higher-capacity battery. (Both should beat the Nissan Leaf's charge times.) Honda projects a 123-mile city range and a combined-driving total of 76 miles on a full charge.

Like Honda's hybrids, the Fit EV will have three driving modes-Normal, Sport, and Econ-that govern the behavior of the accelerator pedal and other systems. A full telematics suite (not unlike the one Nissan packages with the Leaf) will allow monitoring of the vehicle's state of charge, charge scheduling, and climate-control pre-conditioning via smartphone or computer. Honda also will include a remote control that can display charge and climate-control status, initiate and terminate charging, and switch on the A/C. It only works within a 100-foot range of the vehicle, though, so its usefulness will mostly be limited to saving the driver trips out to the garage when the car is parked at home.

While most changes to the interior are minimal-bio-fabrics used on the seats, colored gauge illumination to match the driving mode-stuffing the batteries under the floor necessitated a couple of big changes. The Fit's trick flat-folding rear seat is gone; now the back cushion folds, but the bottom is fixed. And the floor is two to three inches higher in the EV than in conventional Fits, which raises the H-point—how high off the ground the driver's hips are—and reduces headroom. Luckily, the Fit is well-endowed in that measure.

Leash for Lease

The decrease in headroom might keep some tree-like EV aficionados from getting comfortable inside, but Honda shouldn't have too much trouble finding 1100 right-size persons to take the Fit EV up on its offer of electric mobility. The company plans to lease the vehicle in limited markets at a cost of $399 a month for 36 months. Curiously, Honda also quotes an MSRP of $36,625 (before destination), even though it only plans to lease its new electric car.

As several other automakers have done or are planning to do, Honda will use the EV program to study how consumers use electric cars. Honda calls the slightly less practical, slightly less roomy Fit a commuter electric vehicle; our experience with the similarly sized Nissan Leaf confirmed around-town use as the EV's strong suit, and we expect the same to be true of Honda's competitor.

View Photo Gallery PHOTOS (14)

Read more »

2012 Honda CR-V Driven: Less Ugly, But Also Slower

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)

Read more »

Honda AC-X Concept

At the 2011 Tokyo Motor Show Honda will present the AC-X Concept, a study of a next-generation plug-in hybrid vehicle focused on passengers’ comfort and two driving modes.

Honda has released the first images and details on the AC-X Concept, a plug-in hybrid family car that builds on the design and proportions of the 2007 FCX Clarity.

The exterior is strongly characterized by a design driven by the search for maximum aerodynamic efficiency and by the trademark styling cues of the brand.

Among the distinctive features are the two available operating modes: the engine drive mode, for a more aggressive driving, and an automatic drive mode, focused on comfort and relax.

 While details on the technology are still scarce at the moment, the photos offer clear indications on the design of the car.

As with many recent concepts, the advanced technological content is underlined by the combination of the white paintwork with blue LED accents that appear on the front fascia, the dynamic line that runs across the flanks, the low-positioned daytime running lights and the wheels, which integrate transparent covers aimed at optimizing the air flows by reducing turbolence.

The interior adopts a more futuristic approach, where the high-tech feel is achieved through a mix of tones and materials.

The white-blue color scheme of the cabin is very consistent with the exterior, and features a strong contrast with the black displays and the warm grey surfaces of the floor and seat rear panels.

Among the futuristic elements is the airplane yoke-inspired controls, which integrate a LCD and a HUD display and can retract when operating in automatic driving mode.

Read more »

Honda Small Sports EV Concept

Set to debut at the 2011 Tokyo Motor Show, the Honda Small Sports EV Concept is a compact two-seater sportscar aimed at combining eco-friendly technologies with a sporty driving experience.

With its Small Sports EV Concept Honda intends to apply its green technologies to a more emotional vehicle concept, in the form of a compact open two-seater.

The car, for which the Japanese carmaker has released only a set of renderings, adopts many of the design features showcased by the AC-X Concept – also on display at Tokyo 2011.

Similarly to the AC-X, the exterior exhibits a white paintwork accented with blue LED lights.

The proportions are characterized by the short wheelbase and minimal overhangs, with a relatively tall waistline.

The design language uses straight, sharp edges, with the side view dominated by a single angled line that runs from the headlight up to the tail lights, contributing to the car’s dynamic character.

Read more »

2012 Honda Civic Si Sedan Tested: 0 to 60 in 6.1 Seconds

The Honda Civic is now in its ninth generation; the Si, its seventh. The Si sedan, however, is in just its second. With almost two extra inches of length and wheelbase, but only 38 additional pounds (2902 vs. 2864), the Si sedan is very faithful to the coupe experience. Both feature a 2.4-liter four-cylinder pumping out 201 hp and 170 lb-ft of torque. In both cars, that engine is mated to a delightful, short-throw shifter that we could row all day long.

And row we did. Since peak horsepower doesn’t arrive until the 7000-rpm redline, we found ourselves constantly winding out the engine. Pushing a highly stressed four-cylinder to a screaming redline is the point of choosing the Si in the first place. At least there is some low-end torque, unlike Si models of yore. Whereas its predecessor’s 2.0-liter made only 139 lb-ft at a sky-high 6000 rpm—before screaming all the way to 8000 rpm—the new Si’s 2.4-liter inline-four makes 170 lb-ft at a much more accessible 4400 rpm, but tops out a far-less-thrilling 1000 rpm lower.

Farewell rpm, Hello Speed

It seems to be a fair trade-off: At 6.1 seconds, it’s quicker than the five-door VW GTI to 60, and beats the old Si sedan by more than half a second. The Si coupe, too, lands in the losers column with its 6.3-second sprint. The quarter-mile flashes by in 14.7 seconds at 97 mph, neck and neck with the GTI. Those numbers are surprisingly good considering the relative paucity of torque, and they make us wonder what the Si could do if, like most if its competitors—including the GTI, MazdaSpeed 3, and Subaru WRX—it had a turbocharger.

Hot-shoeing is a sure-footed affair, thanks to a limited-slip differential and virtually no torque steer. The Civic circles the skidpad at 0.88 g, compared with a best of 0.93 for the GTI. As for fuel economy (this is a budget-minded car, after all), the EPA promises 22 mpg in the city and 31 on the highway. We achieved 23 mpg in a pretty even mix of city and highway driving.

Mature and Practical Exuberance

If opting for the Si allows you to have more fun than you would in a lesser Civic, opting for the Si sedan allows you to do so without the compromises of the coupe—specifically, its small, difficult-to-access rear seat and narrow trunk aperture. Besides offering easier rear-seat ingress/egress, the sedan’s 1.9-inch stretch in wheelbase and 1.5-inch-higher roof afford rear passengers nearly two more inches of headroom, 5.4 inches of extra legroom, 1.1 inches more shoulder room, and enough space for a third seatbelt. Cargo volume is up by almost a cube, to 12.5 cubic feet, and a wider trunk opening makes it more accessible.

The sedan’s interior features the same red stitching and race-car-style shift lights as the coupe’s. Unfortunately, our gripes about overwrought displays and awful materials in the two-door apply here too. But then there’s price: At a base price of $23,175 ($24,675 with navi), it costs nearly $1500 less than the cheapest Speed 3 and undercuts the GTI five-door by about $2000. In this class, money matters, and in that regard, the Honda has a compelling case.

VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED: $24,675 (base price: $23,175)

ENGINE TYPE: DOHC 16-valve inline-4, aluminum block and head, port fuel injection

Displacement: 144 cu in, 2354 cc
Power: 201 hp @ 7000 rpm
Torque: 170 lb-ft @ 4400 rpm

TRANSMISSION: 6-speed manual

DIMENSIONS:
Wheelbase: 105.1 in
Length: 177.3 in
Width: 69.0 in Height: 56.5 in
Curb weight: 2902 lbC/D TEST RESULTS:
Zero to 60 mph: 6.1 sec
Zero to 100 mph: 15.7 sec
Street start, 5–60 mph: 6.4 sec
Top gear, 30–50 mph: 8.8 sec
Top gear, 50–70 mph: 8.4 sec
Standing ¼-mile: 14.7 sec @ 97 mph
Top speed (governor limited): 136 mph
Braking, 70–0 mph: 170 ft
Roadholding, 300-ft-dia skidpad: 0.88 g

FUEL ECONOMY:
EPA city/highway driving: 22/31 mpg
C/D observed: 23 mpg

View Photo Gallery PHOTOS (19)

Joyous shifter, tidy body control, usable and accessible rear quarters.

Cacophonous road noise, could use more torque, even less sexy than the coupe.

Read more »

Honda in Tokyo / Seven Concepts Debuting / All Electrified (One’s a Sports Car)

At its home-market auto show in Tokyo, Honda will unveil three concept cars, three two-wheeled concepts, and one folding chair on wheels. Each has some sort of electrification, either with batteries alone or in a hybrid system. Short on info, we present this preview in haiku.

Small Sports EV Concept

Open-top driving
With the motor in the back
EV could be fun

AC-X Concept

Plug-in hybrid car
We’ve seen your platform before
Are you an Accord?

Micro Commuter Concept

The future is now
Everything looks crazy here
Welcome to Japan

Motor Compo Concept

You scoot around town
With a mobile power source
Wall-E would be proud

E-Canopy Concept

Serene on three wheels
Electricity moves you
Delivery man

RC-E Concept

Compact and lightweight
The road ahead is curvy
On this EV bike

Townwalker Concept

Exalt the elders
Who ride in this chair
It fits in a trunk

The company also will show the first in its new series of N minicars, the N BOX. It’s a kei car with rear sliding doors. And it’s boxy. The letter N has a history with little Hondas, having been used in the 1960s and ’70s on the N360 and N600.

Tags: 2011 Tokyo auto show, auto shows, electric, Honda, Honda AC-X concept, Honda E-Canopy concept, Honda Micro Commuter concept, Honda Motor Compo concept, Honda N BOX, Honda RC-E concept, Honda Small Sports EV concept, Honda Townwalker concept, plug-in hybrid |

Read more »