THE arrival of the newly updated Honda CR-V raised plenty of eyebrows, as the wraps came off a bigger, more muscular looking, SUV than the outgoing version.
With the smaller ZR-V giving Honda an expanded SUV range, designers took the opportunity to upsize the incoming sixth-generation car.
Bigger, and brawnier, certainly, but is it better?
Well, Honda definitely think so, and after a week with the new RS variant, it has left its mark on us.
REGULAR readers will know I am a fan of the angular look, and the CR-V has that in spades.
Looking like it was hewn, rather than drawn, the new model is a blend of hard angles, straight edges and slab sides.
Best of all, it carries off the chunky look without it being overdone, it comes across as defined and muscular, rather than having overdosed on steroids.
While it is bigger than the outgoing model, the new CR-V is more of a medium than a large, sitting on a 2701mm wheelbase, with an overall length of 4704mm and width of 1866mm.
In keeping with its SUV heritage, the tailgate angles angles downwards from the flat roof, while it adds to the overall look it does impact on the load carrying capacity, compared to a traditional wagon.
Side-on, the CR-V's attractiveness is clearly evident, it just looks good, a nicely squared-off belt line with the gentlest of upsweeps rear of the C-Pillar.
This allowed the designers to install a trapezoidal sixth window to carry the upswept line toward the hatch, with a tasteful chrome strip defining the window's trailing edge.
I have previously discussed Honda's position as Japan's luxury brand, and this extends to the CR-V, even if it is the sporting RS variant.
Honda has a long history of delivering understated elegance and the CR-V continues this trend inside and out.
On the outside it means black-out panels rather than chrome, including door mirrors, grille, shark fin antenna, B- and C-Pillar trims, as well as the 19" 'Berlina' rims, while the tailgate spoiler is a mix of body colour and a gloss Piano Black.
The overall look is a car that projects a sporting character, without screaming 'Look at me!'.
Unlike some other manufacturers, Honda has stuck to traditionally-mounted headlights, sitting outboard of the grille and on top of the guards.
Using the latest LED technology, Honda added an extra 'active cornering' light, which throws an angled beam in the direction of travel when you turn left or right, reducing vision 'dead spots' for the driver.
The rear LED combination cluster is more of a fashion statement than the front unit, with a moulded strip running down the window surround, bending outwards as it follows the body line.
The lower section aligns with the tailgate cluster, with the outward-facing 'L' shaped lights combining form and function.
While the overall design is attractive, the front overhang is longer than might be expected, reducing the approach angle to obstacles and increasing the risk of scraping bollards or carpark stoppers.
INSIDE, the CR-V has more of the 'classy not crass' feel, with plenty of black, dashes of chrome and an overarching feeling of sportiness.
This includes red stitching on the 'leather appointed' front and rear seats, while other variants are offered with a third row of seats, the RS remains a solid five-seater.
Front and rear doors open wide, making entry and exit easy, even in Brisbane's modern 'slim line' parking spaces now popular in shopping centres.
Despite initially looking flat, the seats proved comfortable, with good support from the base and back, including bolsters to secure thighs and around the ribs.
Taller and broader drivers may have an issue with their shoulders, while there is plenty of width, the seats do narrow at the top.
That said, there is good head and leg room, with the seat lowered I had no problems with the clearing the standard equipment sunroof.
The driver's seat includes eight-way power adjustment, along with tilt and reach adjustment of the steering column, allowing you to find the most comfortable driving position.
This proved an advantage when it was necessary to raise the driver's seat to avoid the seatbelt cutting into my neck.
While the seatbelt B-pillar mount can be moved vertically, I found even in the lowest position I needed to raise the seat for the sash belt to sit comfortably over my shoulder.
Despite looking rather flat, with apparently only minor cushioning, the seats proved to be quite supportive, and were firm, but not hard, the longer the drive, the more I settled into them, and if a corner encouraged exuberant driving, I didn't feel as if I was sliding across the seat.
With the driving position resolved and the door closed, the CR-V is a close space, without being squeezy, where everything falls to hand, and creates a comfortable, well thought out environment.
The complete driving position allowed me to brace myself, one knee against the centre console, the other against the door, while my feet remained in firm contact with the pedals.
The leather-appointed steering wheel, complete with red stitching, is just chunky enough for my taste, I realise it has to fit a variety of hand sizes and preferences, there are thumb cutouts just above the crossbar allowing your hands to sit comfortably.
Vision of the multi-function display in the dash cluster is good, the buttons on the wheel face are easily accessed without moving your hands, while the other major controls, including the gear selector and electronic parking brake, are reached by dropping the left hand off the wheel.
There are two paddle shifters behind the wheel, controlling the regenerative braking function, 'Plus' is for a more agressive intervention by the generator, while the 'Minus' paddle reduces the level of energy capture.
Just as in its stablemates, the centre console is dominated by a rectangular 9" touchscreen controlling the entertainment, communication and vehicle management functions, the driver literally has everything at their fingertips.
A word of caution, even the most experienced tech junkie will find there is a lot going on, do yourself a favour, either set everything up before you start the journey, or pull over and do it on the side of the road, or, if it has to be while you are driving, let the co-driver handle it.
Driver distraction is a real thing, it is easy to get sucked into the the massive suite of options - this is not a criticism of the car, but a recognition us humans are too easily caught out by all the 'ohh, pretty!' happening on the screen.
One step down in the centre stack are the environment controls, this is more than just hot/cold and high/low controls for the fan, there are front seat heaters, automatic dual zone climate control, air flow positioning, front, rear and side demisting, and much more.
A little surprising, given how many functions are included, there are no seat coolers, only the heaters, yes, they are nice in winter, or to relax back muscles, but in southeast Queensland, seat cooling is almost mandatory.
Another personal prejudice here, I am a big fan of the honeycomb vent facings, and the stubby control stick, it just looks and feels right.
Same goes for the knurled finish rotary knobs for the main AC controls, I love their chunkiness and tactility, they make it easy to operate the system by braille.
As with previous Hondas, fit and finish is quality throughout, at no point did the car feel cheap, the doors close firmly without being clangy, yes, you need to either crack a window or pull hard, but that is the CR-V being airtight, you need to be positive to overcome the compression of the air inside the car.
HONDA has put plenty of work into challenging for the top spot on the Hybrid Electric Vehicle (HEV) totem pole, and the latest version of the CR-V wraps up all the tech into a new neat package, boosted by the company's experience in Formula One and IMSA prototype sports car racing.
For the CR-V e:HEV RS, to use its full kennel name!, this means a new 2-litre, four cylinder petrol engine, mated to a twin electric motor system, driving through an Electric Continuously Variable Transmission (E-CVT).
Unlike other twin-motor systems, where each unit provides drive to the front and rear axles, Honda uses one motor as a generator to charge the EV battery system, while the second motor is a 135 kilowatt traction motor, driving the front wheels only.
This motor is connected to the all-new E-CVT, fitted with two 'lock-up' ratios, one for when the petrol motor is driving, while the second is used by the electric motor.
While this sounds delightfully complicated, the end result is a smooth experience across a broad range of driving scenarios.
As with other hybrids and EVs, initial start-up is a little underwhelming, while the dash and central clusters put on an impressive light and video show, the car remains mute and inert, except for the green 'EV' light.
Don't be fooled by the lack of noise or motion, the CR-V us ready for action, waiting for the driver to engage a gear and release the brakes.
Depending on how much charge is available, the CR-V can run for 20 kilometres or more in EV mode, before engaging the petrol motor.
Output from the combined systems is capped at 135kW, while torque is a massive 335Nm, available from rest, for rapid getaways.
This adds up to instant accelaration from rest, something that can easily catch the unwary by surprise.
Unlike a dedicated EV, while accelaration is sharp, it is still progressive, as the petrol motor builds revs to deliver full power, while the CVT also needs to reconfigure for the best performance.
What it adds up to is a quick, but not insanely so, SUV, but without the weight penalty of a full EV, so that you have a well-balanced and good handling wagon that can easily keep up with traffic, while providing decent load carrying capability.
Aside from its ability to get up and go, the CR-V's most impressive characteristic was the steering, which really lived up to the RS tag.
The driver can line up a corner, safe in the knowledge the nose will follow the chosen path, with the rear tucking in nicely, without attempting to make its own way in the world.
Add to this the directness and accuracy of the electronic power steering system, which not only provides good feel and feedback to the driver but also helps to eliminate 'dead spots' and free play in the straight ahead position.
Honda says it has reduced the steering wheel angle from 28 degrees down to 25, while this doesn't sound like much, it does give the CR-V a more car-like driving position, rather than feeling like you are driving a traditional 4WD, where the wheel is angled more towards the horizontal.
Another area Honda says it has focused on with the new model is reducing the NVH (Noise, Vibration, Harshness) levels inside the cabin, looking to create a greater divide between the occupants and the outside world.
While this can be easily achieved with copious amounts of sound deadening insulation, there is a weight penalty, which leaves cars feeling bloated and ponderous, this might be okay in a maxi-sized limousine, but in a sports-focused wagon, it defeats the purpose.
Instead, Honda has improved air flow around the car, especially the gap between the doors and external mirror housings, there is new inner guard materials using cloth rather than plastic, soundproof windscreen and door mirrors, as well as additional sound absorbent materials on the firewall between the engine bay and the cabin.
While we didn't have a noise meter or a previous model to compare to, the cabin gave the overall impression of being quieter and isolated from outside noises, allowing the entertainment system to work more efficiently, and making in-car conversations easy.
Other changes include the use of aluminium subframes, rather than more traditional steel items, not only does this help meet recycling targets set by many governments for 'end of life' material reclamation but the reduced weight allow means more soundproofing can be used.
Revised shock absorbers, what Honda calls Amplitude Reactive Dampers, with two pistons, a smaller one for minor road imperfections and a larger unit for dealing with regulation southeast Queensland potholes and corrugations, help to control the CR-V.
The smaller pistons are set softer, to absorb the minor bumps, allowing the larger main pistons to be stiffer, making for a tauter ride, without jarring passengers over things like manhole covers.
What it means in reality is the CR-V has enough compliance in the suspension over small bumps to give the feel of a softly-sprung limousine, while more aggressive suspension loads, either from big holes or faster, more exuberant, driving can be dealt with, in keeping with the sporting nature of the RS.
While we weren't looking to set any record times during our time with the CR-V, it felt tight and 'fun', without jarring everyone's teeth loose, so it looks like the suspension team got their sums right!
LIKE them or not, SUVs are here to stay, and with the CR-V RS, Honda is doing its best to show they can be interesting as well as practical.
The CR-V is not perfect, the issue around the seatbelt height is my biggest bugbear, but the long front overhang and sloping tailgate are also evidence there are still improvements to be made.
That said, my general feeling of the CR-V was how it impressed me with its all-round ability, and proof that hybrid drive can be a successful option when it is properly managed, especially when travelling long distances.
So, would I have one? Again, a little bit of a theoretical question, because I am not in the market...but, it would certainly be on my shopping list to investigate further if I was.
There is plenty of technology, including a smart Hill Descent Mode as well as a massive suite of safety systems, most of which we didn't use, thankfully!, it is comfortable for most people, but I would definitely suggest taller drivers check out the seatbelt position, that just stops it being an automatic recommendation from an ownership perspective.
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