Honda promised that, by this year, it would have three hybrid cars for sale in the country. Fulfilling the promise is the new Honda CR-V Hybrid, the sixth generation of the SUV which, in addition to the look, features the e:HEV mechanics of the Civic and Accord with slight modifications.
Again, there are two electric motors (one that drives the car and the other that acts as a generator) and a 2.0 naturally aspirated gasoline engine, which fulfills both functions. The traction, however, is now integral and the e-CVT transmission has two gears, allowing the thermal propellant to operate in more scenarios.
The Honda CR-V Hybrid goes on sale today (26), for R$352,900. Strategic positioning, slightly more expensive than the Toyota RAV4 and in the gap between the diesel Jeep Commander and the Toyota SW4.
A big advantage of the Honda in this fight is the internal space, after all its 4.7 m makes it just a little smaller than the Jeep, whereas here there is only room for five occupants.
Plenty of space, let's say. The second row comes with seats that tilt and reach forward or backward, allowing the trunk to increase to 581 liters (VDA). It's easy to accommodate adults without shoulders bumping into each other, and knees never need to rub against the front seat. The suspension is independent and its adjustment is exemplary, making the ride very smooth alongside the more rigid bodywork.
Being a global project in which Brazil is far from being a priority, the CR-V ends up being poorly adapted to the style that our consumers prefer. This ends up being an opportunity to offer a slightly less common finish, such as light leather seats (there is also a dark covering option) and fake wood trim, but with a very convincing appearance.
Other than that, the panel basically reproduces the new Japanese model, with the air vents hidden by a honeycomb mesh. The 9″ multimedia center is far from being a spectacle but it is useful and, above all, better than what its counterparts usually adopt. The 12″ instrument panel, in turn, deserves praise for its image quality and elegant interface that makes the multifunctional steering wheel controls very useful.
By definition, the Civic's SUV in Brazil is the ZR-V. But it is often the CR-V that is associated with the sedan, and we can say that this applies to aesthetics.
Unlike the Z, this larger utility vehicle has headlights with “sharp” shapes, reminiscent of a sword or something like that. They are full-LED, with the only auxiliary light discreetly positioned at the base of the bumper.
The chrome of the previous generation has practically disappeared, and the grille has not only grown but also gained a hexagonal mesh in glossy black — just like the trim that outlines the front of the hood.
At the rear, the straight-cut lid reminds us a bit of US minivans, where the CR-V is loved. The vertical lights have been redesigned but maintain the same style as before, while the bumper, which is a little more upright, even reminds us a little of the Volvo XC.
Finally, throughout the body, more boxy shapes and prominent creases contribute to a complete “glow up” of the car, which discreetly shows its refinement and does not insist on being too flashy — except for the dual sports exhausts, the left of which is decorative.
At its peak, the CR-V's hybrid package produces 207 hp and 34.2 kgfm. Added to the all-wheel drive, these are numbers that allow performance with a certain sportiness, but that is not the focus here.
The car's battery, located below the left rear seat, is very small, only serving to prevent the energy flow of the three engines from being interrupted. This way, there is no gas for the typical kick of electric cars; Even so, the CR-V went from 0 to 100 km/h in 8.8 seconds in our test.
At low speeds, the propulsion comes from the electric motor, but the extra gear in the gearbox allows the 2.0 with direct injection to act in moderate speed sprints, like the accelerated speed we take on slightly faster urban roads, in order to overtake another car and take a safe exit, for example.
On a fast highway, like the ones in São Paulo, the thermal engine takes over the work, but the electric motor is on standby for restarts. The strategy works well, and the car develops very linearly, in the same fashion as an EV. It reaches 120 km/h effortlessly, but the consumption of 13.1 km/l on the highway is disappointing.
In the city, we get 14.8 km/l, which is still frustrating when we remember the Civic and its 22.5 km/l in the same conditions. According to Honda, the worsening efficiency has to do, of course, with the SUV's dimensions, its extra weight, wider tires and all-wheel drive. Regardless of the reason, it is something that breaks the hybrid's performance expectations compared to diesel, for example.
Another point of attention is internal noise: Honda installed acoustic blankets under the hood, floor and wheel wells of the CR-V. However, the gasoline engine makes a lot of noise in the cabin, with the uncomfortable tone of direct injection and constant gearing. Neither does Bose's Hi-Fi system, with active noise cancellation.
After a hundred kilometers, the persistence of the noise seems to highlight it. In contrast, the driver can reduce their workload with well-calibrated adaptive cruise control and lane keeping assistant. There are also anti-fatigue seats, with seat reinforcement and electrical adjustment in all positions, which favor ergonomics.
The Honda Sensing automation system also provides automatic emergency braking and other preventive features, in addition to the 11 airbags that surround the cabin. Valuable items for the rational public who are attracted to the CR-V.
Without reducing the price, Honda is realistic in estimating around 100 and 200 units of the utility vehicle being sold per month, in a single version. But this is a manufacturer with high loyalty, whose customers have reason to believe that the CR-V will deliver what it has always set out to do. With the exception of consumption, all expectations are met and there is a feeling of an honestly honored investment.
Acceleration: 0 and 100 km/h – 8.8 s0 and 1,000 m – 31.1 s / 160.0 km/hMaximum speed – n/a
Resumptions:D 40 and 80 km/h – 4.3 sD 60 and 100 km/h – 6.0 sD 80 and 120 km/h – 6.9 s
Braking: 60/80/120 km/ha 0 – 13.7/24.5/56.6 m
Consumption:Urban – 14.8 km/lHighway – 13.1 km/l
Internal noise:Neutral/RPM max. 43.4/- dBA80/120 km/h – 58,4/72,5 dBA
Measurement:Actual speed at 100 km/h – 97 km/hSteering wheel – 2.5 turnsWarranty – 3 years
Price: R$352,900Engines: gasoline, front, 4 cylinders, 16V, 1,993 cm³, 147 hp at 6,100 rpm, 19.4 kgfm at 4,500 rpm; electric: 184 hp, 34.2 kgfm; all-wheel driveBbattery: lithium ion, 1 kWhSuspension: independent McPherson strut (front), independent multilink (rear)Steering: electricBrakes: ventilated disc (front and rear)Tires: 235/55 R19Dimensions: length, 470.6 cm; width, 186.6 cm; height, 169.1 cm; wheelbase, 270.0 cm; ground clearance, 20.8 cm; weight, 1,819 kg; fuel tank, 53 l; trunk, 581 l
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