Honda is moving forward with presentation of the Euro-spec
CR-V crossover. Obviously, the car is very familiar to us, and this is
mainly because it’s already been available in the States since last
year. However, the European CR-V has a different set of bumper, which we
actually prefer. It also previews the car that will be available in
Asia and Australia.
Getting back the ‘old’ continent, here the CR-V will replace the model
that’s been sitting on dealers’ lots since 2007 (facelift in 2009).
Interested buyers can expect to see it arriving in the early part of
November.
New photos of the 2012 CR-V were just released, together with a
walkaround video. Despite its funky exterior, the crossover is very
versatile inside. Photos show that it can take two mountain bikes
standing upright inside the boot with the seats folded flat.
Source;
http://www.autoevolution.com/news/honda-details-european-2012-cr-v-photo-gallery-video-47650.html
Below is from www.honestjohn.co.uk for spec's;
It looks bigger but at 4,570mm long and 1,650mm high the new CR-V is 30mm lower and 5mm shorter than the previous CR-V.
Volume production at Swindon starts mid August 2012 and there will eventually be a choice of seven drivetrain combinations:
A manual or automatic 2.2iDTEC four wheel drive.
A manual or automatic 2.0iVTEC four wheel drive.
A manual or automatic 2.0iVTEC two-wheel drive.
And a manual 1.6iDTEC two-wheel drive.
The first four go on sale from Autumn 2012, the two-wheel drive
petrol from early 2013 and the two wheel drive 1.6 diesel from mid 2013.
Over the years, the Honda CR-V has morphed from the family funwagon
we first saw in 1997. That was 6 months ahead of the first Land Rover
Freelander, but 3 years behind the first Toyota RAV-4 and 6 years behind
the car that started it all: the 1991 Vauxhall Frontera.
The second generation CR-V from 2001 shared some of the features of
the first, including a lift-up rear window, side-hinged tailgate and
walk-through cabin (assuming you went for the auto that had a column
shift).
But neither first nor second generation CR-V had what a keen driver
would call ‘handling’. That came with the third generation CR-V that
soundly thrashed the contemporary Toyota RAV-4 in that department. I had
one for 6 months and it not only handled almost as well as a Mazda
CX-7, it was the most comfortable car I had ever driven. And, manual or
automatic, it still had a walk-through cab, though no between seats
access to the rear.
And, though very practical, it had stopped being a ‘Multi Activity
Vehicle’, as suitable for surfing as for shopping. It had become a
luxurious ‘Sport Utility Vehicle’.
The new CR-V takes that a stage further. It is even more car-like,
modelled more like a junior Lexus RX than a LandRover Freelander.
In marketing terms, Honda sees it sitting above the Hyundai ix35, KIA
Sportage, Land Rover Freelander and Toyota RAV-4, equal to a VW Tiguan,
and nipping at the heels of the Audi Q5 and BMW X3.
Expect a decently equipped new 4WD CR-V to start at over £25,000 and top out at about £35,000.
Launch engines are the 2.2iDTEC with 150PS and 350NM torque. The
manual with idle stop emits 149g/km CO2, same as a BMW X3 2.0 diesel,
but the auto chucks out 174g/km, which is quite a lot more than the X3
auto.
The 2.0iVTEC now offers 155PS and 192Nm torque. It emits 173g/km in
manual form with idle stop and 175g/km as an auto. But in 2WD manual
form emissions drop to 168g/km.
It has to be emphasised that Honda is probably the most ‘honest’
manufacturer over ‘official’ emissions and CO2 outputs so these figures
are probably achievable by real drivers.
The 4WD system is different from before. Instead of having dual pump
system that engages 4WD when it is needed, it now has a single hydraulic
pump and the car sets off in 4WD, ‘relaxing’ to 2WD when the system
detects it isn’t needed.
With the rear seats folded flat, the boot capacity of the CR-V has
grown by 148 litres to 1,648 litres. If the space saver spare wheel is
specified, 147 litres to 1,669 litres and with the seats folded up, the
boot capacity is 589 litres. The load length has been increased by 140mm
to 1,570mm, while the height of the load lip has been reduced by 25mm
to make it easier to load heavy or awkward items. The boot of the CR-V
can now accommodate two mountain bikes or four sets of golf clubs.
The next generation Motion Adaptive electric power steering system
(MA-EPS) has been refined to combine easy manoeuvrability with increased
feedback and response at higher velocity. This sophisticated new system
also works with the standard Advanced Vehicle Stability Assist (VSA)
system to detect instability in slippery road conditions and
automatically initiates steering inputs that prompt the driver to steer
in the correct direction.
The MA-EPS system also has efficiency benefits. It’s simple and
compact and unlike a conventional hydraulic pump power steering system,
it does not draw continuous power from the engine, helping to reduce
fuel consumption.
There’s also a range of electronic systems designed to make driving both easier and safer including Hill Start Assist (HSA) which is standard across the range and stops the vehicle rolling backwards during hill starts. Hill Descent Control (HDC) makes its debut on the CR-V and is available on automatic
variants, it operates at up to 5 mph and helps the CR-V descend
difficult terrain safely and consistently. These systems work in
conjunction with the VSA and the MA-EPS systems.
Honda’s Collision Mitigation Braking System (CMBS) is a radar-based
autonomous emergency braking system. At speeds above 9 mph, moving and
stationary vehicles are detected along a path 100m ahead of the vehicle.
When the system senses that the car is likely to hit one of these
obstacles, a three stage process is initiated. In the first, (typically
around 3 seconds before impact), the driver is alerted by visual and
audible warnings. In the second stage, when the system senses that a
collision is still likely (typically some 2 seconds before impact),
three sharp tugs are given on the seat belt and the car automatically
starts to apply some braking. Finally, when a collision is unavoidable,
CMBS tightens the front seat occupants’ seatbelts (using reversible
tensioners different from the pyrotechnic devices used during the
collision itself) and applies a high level of braking force. This
braking can be supplemented by the driver up to the maximum that the car
is capable of. Honda estimates that if all cars were fitted with CMBS,
between 200,000 and 250,000 accidents could be either prevented or their
effects mitigated every year.
Source;
http://www.honestjohn.co.uk/news/new-cars/2012-07/euro-spec-2013-honda-cr-v-breaks-cover-in-frankfurt/
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