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Honda CR-V in the driving report: SUV trendsetter wants to get back on track

Honda CR-V in the driving report
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S It's a shame: You're one of the co-founders of the SUV booms, sold 7,000 Honda CR-Vs from scratch in 1997, only to bumble around 6,500 units today, since half a million motorized high seats are sold in Germany every year. As is so often the case, pioneers allow themselves to be snatched away by others - just ask the smartphone inventor Nokia.

But maybe he'll come back with generation four. Although the new Honda CR-V has been anything but tightly cut so far, the new Honda CR-V offers the largest trunk in its class, which can be easily expanded: a jerk on a loop triggers a spring mechanism that first attaches the rear headrests and then sets up the seat and then flattens the backrest. In the top Executive version, the tailgate also listens to the command of the key remote control.

New Honda CR-V 30 millimeters flatter

Despite the 30 millimeter flatter roof, the occupants of the Honda CR-V also stand more space available. The more pronounced bulge in the door panels move the softly padded front seats further apart, creating space for a wide center armrest. Not only can you rest your elbows comfortably on it, there is also plenty of travel provisions and other odds and ends in the compartment below. In addition, the feeling of space in the rear is not disturbed by a cardan tunnel.

Despite the lower seating position, the Honda CR-V is easy to see towards the front, but like most of its kind, the view to the rear is modest. The operation is also not entirely convincing. The steering wheel remote control, overloaded with functions, is just as unintuitive as the combination control lever for lights and windshield wipers.

On the other hand, you can quickly get used to the comfortable suspension. Although the European version built in England was more tightly tuned than the version for the rest of the world, the Kraxler calmly goes over nasty asphalt damage. Shock absorbers with more volume than before should ensure an even response to different shocks. Thanks to effective noise insulation, the Honda CR-V remains pleasantly quiet even at high speeds.

ESP only intervenes after a moment of shock

However, the relaxed set-up is achieved with strong rolling movements andLoad changes bought at the expense of the ESP only after a brief moment of shock. Despite the sensitive steering, the 1.7 tonne Honda CR-V does not seem particularly agile, which is why the driver prefers to take it easy. The well-known 2.2-liter diesel with 150 hp and 350 Nm, which is more noticeable for its steady than stormy draft, is ideal for the relaxed type.

Thanks to the start-stop system and a lot of fine-tuning of the internal friction, the standard consumption of the four-cylinder has been reduced by almost one liter to 5.6 L /100 km. The lighter all-wheel drive system also helps save money in the Honda CR-V. Instead of the previous hydraulic pump, spinning front wheels are now detected by electronics. The system called “Real Time 4WD” should react particularly quickly by closing a clutch in a flash if there is a loss of traction, thereby directing thrust backwards. Manual interventions are still not provided, after all, a hill descent aid takes the horror of steep passages.

Automatic converter shifts jagged and smooth

The only alternative drive for the market launch on November 3rd is a two-liter petrol engine with 155 hp, which is expected to have a share of 25 percent in Germany. Both engines can be combined with an automatic converter, which with its five stages in the age of seven and eight-speed automatic transmissions is no longer at the forefront of gear manufacturing, but at least shifts jaggedly and smoothly. On the other hand, CR-V customers still have to wait for the long-awaited 1.6-liter diesel. The four-cylinder engine announced for the Civic at the end of the year may only be used later in the compact SUV Honda CR-V.

For the first time, a 2WD variant ensures reduced cost prices. Although Honda has not yet given exact figures, the front-wheel drive petrol version should start at less than 25,000 euros. Nevertheless, the Japanese remain modest: Honda would already be happy with over 9,000 sales in the first year, which means that over 98 percent of SUV buyers still disdain the former pioneer.


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