Mario James, Gleaner Writer
The 2.0 litre 2007 Honda CR-V, available at ATL Motors Limited for $3.4 million. - Photo by Mario James
The Honda CR-V is one of Jamaica's perennial best sellers. It has been through three styling changes since its inception, but its roots haven't changed. It has always been an all-wheel drive, mid-level SUV. Being a Honda, it is engineered to meticulous standards, but, Automotives, after researching this product, thinks it is wrongly marketed. It is marketed as a sports utility vehicle (SUV), but it is really a tall, fairly luxurious and spacious car.
Engine-wise, the unit is powered by a 2.0 litre i-VTEC inline four producing 140 horses at a peaky 6,300 rpm and 128 lb ft at 4,300 rpm. R20A1 is its call sign, and is of a single overhead cam configuration and has a red line of 6,800 rpm. It is distributorless, has one coil per cylinder and delivers 22 mpg around town. Emission-wise, it has a ULEV-2 (Ultra Low Emission Vehicle) rating, and is approved by CARB (California Air Resources Board) to be emission legal in all 50 states of the USA. Quite an achievement. The four cylinders have a 10.3 to 1 compression ratio, and is slightly undersquare, which means that the cylinder bore diameter is larger than the stroke (81mm x 87.3 mm). This is one of the few Honda four cylinder powerplants that is rev limited to below seven grand.
Compact car roots
The CR-V was first conceived using the Civic platform. With McPherson strut suspension all around, it is still showing its compact car roots. Even though it is equipped with all-wheel drive, the manufacturer does not recommend driving through the rough stuff with it. Yes it has a limited slip rear differential, but it was put there for more stable cornering, not for extreme off-road use. It is a crossover SUV, something more than a car, but less than a fully capable off-road vehicle. As such, the CR-V has the clearance and poise of a decent four wheeler but not much of the guts.
The CR-V's interior is not bad, though, with the driver and passenger having their own arm rests and power seats, a worthy feature in this class. The now commonplace spectacle well (located on the overhead console) now has a fish eye type 'conversation mirror', so you can view dat misbehaving pickney in the back seat and give him that withering stare without turning your head. Soccer moms are gonna love that feature! The leather upholstery was fine, and was included in our tester for the lofty price of $3.4 million.
Space was adequate for a six footer, taller folks (with the aforementioned six footer in the front) will have their knees abraded by the $300,000 leather option. The rear parcel shelf was a bit low, but still allowed for larger items to be placed under it, and the back seat folds flat, opening up cavernous space. The trim on this crossover did feel a little cheap, not what you would expect in such a high dollar vehicle. The selector lever is back on the upper part of the console, like the hatch back Civic, and the CR-V has dual climate zones. Our tester included a push button sunroof.
The CR-V's forte
Driving is the CR-V's forte. The engine does not have to power a hydraulic steering pump, as steering power assist is achieved electrically with a motor providing boost. The benefits, from a manufacturer's standpoint, are immense. For the end user, there is one less thing to worry about. It works with an array of sensors that provide positioning data to a computer, which then tells the steering motor how much to turn. Honda has been playing with this system since the NSX and knows how to make it work. The feel is very good and communicative without being overly heavy. Driver comments are that it spins very lightly.
The CR-V has a velvety ride. It is neither over-sprung nor under-damped and rides well. It does telegraph too much of the thunks and thuds experienced when negotiating potholes into the cabin, which detracts from an otherwise decent ride. Storming over Red Hills showcased the car's abilities and one major flaw. The power band of this engine starts at 2,000 rpm. Get caught out of this region on a hill and the engine will lug, the RA20 not producing enough torque at this engine speed to truly accelerate the car. Drivers will have to wait disconcerting seconds before the engine comes on the cam again. Automotives thinks that the tranny's gearing is suspect as well, first gear not being steep enough to allow the vehicle to quickly achieve the engine speed where the power is made.
Once the engine is in the sweet spot, though, the engine attains that lovely growly note that is attributed to all things Honda, and you're in for a quick, lively trip to the horsepower peak at 6,300 rpm. The shifts are relatively seamless and occur at speeds relative to gas pedal position. Cornering is also sweet, the CR-V having a poise that no other in its class has, with minimal body roll and a neutral cornering attitude.
Automotives feels that Honda should have done more with this chassis, though. It is a best seller, and should have graduated to full off-road status by now. Honda should have done more with it this time around than put the spare tyre on the inside!
mario.james@gleanerjm.com
