Noua Honda CR-V Gen 4 - 2012 & Facelift 2015

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  • http://www.mb.com.ph/articles/357839...generation-crv

    Honda Unveils 4th Generation CR-V

    MANILA, Philippines — Honda Cars Philippines Inc. (HCPI) has unveiled the 4th generation CR-V making the Philippines the first country in ASEAN to launch this model, which is initially imported from Japan until the Thai Honda plant resumes production for the Philippine market.

    HCPI President Tatsuya Natsume told reporters at the launch of its Super CR-V that the all new CR-V is expected to spice up its total sales goal this year of 16,600 units matching its 2010 sales level.

    Natsume explained they cannot use 2011 as a base year because it was a year where company sales dropped substantially following a shortage in supply due to the earthquake in Japan and the Thai flooding.

    CR-V, which comes in two variants 2.4 c.c. automatic and 2.0 c.c. manual, is P100,000 more expensive than the previous model largely because of the 20 percent duty on CBU vehicles imported outside of ASEAN. The automatic 2.4 CR-V is selling at P1.655 while the 2 c.c. manual variant at P1.425 million.

    Natsume said they do not have a sales target for CR-V saying this would all depend on the market.

    The launch of CR-V followed the launch of the new City last January, the all-new Civic and Jazz Special Edition in February, the all-new CR-V further strengthens Honda’s return to the Philippine automotive market. HCPI has five models in the local market.

    First introduced in the Philippines in 1997, the CR-V is among the pioneer models in the compact SUV category. Starting with the 1st generation, each generation of CR-V has provided car-like drivability and ride comfort, while also having excellent interior versatility and utility.

    The all-new 4th generation CR-V builds on these qualities while introducing new technology to enhance driving enjoyment and ownership experience. The overall development concept is to have a “Super CR-V” that tops previous generations of CR-V by creating a new synergy through combining the efficiency of a passenger car, the functionality of a mini-van, and the security and confidence of an SUV.

    Meantime, Natsume said they have started full commercial operation of its locally assembled City. They have a capacity to produce 900 units a month of City.

    Natsume said the City is its flagship vehicle in the country contributing the bulk of its sales.

    “We are concentrating our production for City,” he said.

    Thus, Natsume said there is no plan to produce the Civic model again in the country.

    With only one model being produced locally, HCPI's imported vehicles already account for more than half of its total sales. (BCM)
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    • http://www.autoblog.com/2012/04/26/h...ports-small-c/

      Honda CR-V edges Mazda CX-5 in Consumer Reports small CUV test [w/video]

      Whenever Consumer Reports weighs in on the automotive landscape, we're always eager to hear what its editors have to say. We value their opinions, not because we necessarily agree or disagree, but because CR plays it straight. And sometimes, amidst all the folderol spewed about new models in the pages of car magazines and on the myriad websites devoted to automotive minutiae, it helps to read someone write things like this:

      Overall, CR's testers found the CR-V is functional and easy to live with, if not particularly exciting to drive. The CX-5 Touring... is more athletic and engaging to drive, thanks to its agile handling, taut cornering, and responsive steering.

      Now this may strike most of you as nothing more than CR displaying its usually astute command of the obvious. But it reads that way for a reason – call it art imitating life. So when the mainstreamers read that the CR-V narrowly beat out the CX-5, it will not just reflect the reality of a market in which the Mazda brand lags well behind Honda, but confirm their worldview. The Honda CR-V will continue to appear on the magazine's "Recommended" list, while the jury will await reliability reports before nominating the Mazda CX-5.

      The sun will rise in the east and set in the west.

      To read CR's full press release, which also spills the beans on the June issue's head-to-head test between the Mercedes-Benz ML350 and BMW X5, as well as road tests of the Subaru Impreza hatchback and Kia Soul, scroll down. We also have the magazine's video reviews of the crossover pair in video form, so have a look.

      FAMILY-FRIENDLY HONDA CR-V NARROWLY OUTPOINTS MAZDA CX-5 IN CONSUMER REPORTS' SMALL SUV TESTS

      Pricey Mercedes-Benz ML 350 and BMW X5 midsize SUVs improve, but fall short of class leaders

      YONKERS, NY- With its large back seat, easy access and ample cargo space, the family-friendly Honda CR-V narrowly topped the Mazda CX-5 in Consumer Reports' latest head-to-head small SUVs tests.

      On paper, the redesigned CR-V and new CX-5 appear very similar. Both can accommodate five passengers, have comparable dimensions, are available with front- or all-wheel drive, and are priced about the same. They also finished very close in CR's overall road-test scores-with a 77 and a 75, respectively-just under the segment-leading Toyota RAV4 and Subaru Forester.

      "While their overall scores were close, these two small SUVs have very distinct characteristics that will probably appeal to different types of drivers" said David Champion, senior director of Consumer Reports Auto Test Center in East Haddam, Connecticut.

      Consumer Reports found that the CR-V EX (tested price $26,455) is a more family-friendly SUV, with a large backseat, easy access, lots of cargo space, and a comfortable ride. It is also notably quicker and more responsive than the CX-5, with a refined drivetrain. On the downside, the CR-V suffers from pronounced road noise, sizable rear blind spots, and subpar at-the-limit handling. Overall, CR's testers found the CR-V is functional and easy to live with, if not particularly exciting to drive.

      The CX-5 Touring (tested price $27,125) is more athletic and engaging to drive, thanks to its agile handling, taut cornering, and responsive steering. It's more at home on a twisty road and is more likely to satisfy enthusiast drivers. The CX-5 also delivers the best fuel economy in its class-25 mpg overall-thanks to Mazda's new Skyactiv technology. The mid-level Touring version came well equipped with a full-power seat, keyless ignition and a blind-spot monitoring system. But the CX-5's trade-offs include a smaller, noisier cabin; a choppy ride on the highway; and slower acceleration.

      The full report on Consumer Reports' latest small SUV tests will be available on www.ConsumerReports.org April 26 and in the June issue of Consumer Reports on newsstands May 8th. Updated daily, ConsumerReports.org is the go-to Website for the latest auto reviews, product news, blogs on breaking news and car buying information. Check out CR's ongoing Twitter feed at @CRCars

      The Mercedes-Benz ML350and BMW X5 luxury SUVs were also tested against each other, as well as two small hatchbacks, the Subaru Impreza and Kia Rio.

      Only the CR-V is Recommended by Consumer Reports. Although the CX-5 scored well enough, it's still too new for CR to have reliability information. To be Recommended, a vehicle must perform well in CR's battery of tests, have average or better reliability in CR's Annual Auto Survey and perform well in government and industry crash tests.

      Helped by an impressively quiet and luxurious cabin, the redesigned Mercedes-Benz ML350 beat the sportier, updated BMW X5 in a match between the two German luxury SUVs. The new ML jumped seven points in Consumer Reports' Ratings over the previous generation, with a Very Good overall road-test score. It's more fuel efficient, quicker, and quieter than the previous model. The transmission and controls are also improved.

      With a turbocharged six-cylinder base engine that's quicker and more fuel-efficient than the previous one, the X5 also achieved a Very Good score. But its choppy ride and overly heavy steering did not improve. The X5's tested price of $62,675 is almost $6,000 more than the comparably equipped $56,960 ML.

      In everyday driving, both the ML and X5 exhibited good handling, with little body lean. The ML's steering is responsive but a touch vague. The more agile X5 holds the edge in handling and steering, but its steering feels heavy in low-speed situations such as when parking. At its handling limits, the X5 was capable and controlled; the ML350 was considerably less capable, with lower limits.

      Both vehicles rank mid-pack in this category, below the less expensive Acura MDX ($46,715) and Lexus RX 350 ($47,381). Although the SUVs scored well enough in CR's tests, neither model is Recommended because the ML350 is too new for Consumer Reports to have reliability data and the turbo X5 has had below-average reliability.

      Consumer Reports also recently tested the Subaru Impreza Hatchback and Kia Soul. The all-wheel-drive Impreza ($22,345), which was redesigned for 2012, has a smooth, comfortable ride, while the Soul ($19,270) can be unpleasantly stiff. Although the Soul is notably quicker thanks to recent engine tweaks and a new six-speed automatic transmission, performance is marred by much longer braking distances.

      In some ways, the two cars are very alike, providing easy access, simple controls, similar cargo room and turning circles, and the same commendable fuel economy of 26 mpg overall. Each also suffers from a noisy cabin. The Impreza's overall road-test score places it second in Consumer Reports' small-hatchback Ratings, behind the Volkswagen Golf. The less-refined Soul scored lower, but Consumer Reports found it to be a good value.

      Consumer Reports is the world's largest independent product-testing organization. Using its more than 50 labs, auto test center, and survey research center, the nonprofit rates thousands of products and services annually. Founded in 1936, Consumer Reports has over 8 million subscribers to its magazine, website and other publications. Its advocacy division, Consumers Union, works for health reform, food and product safety, financial reform, and other consumer issues in Washington, D.C., the states, and in the marketplace.

      Mazda CX-5 review from Consumer Reports => http://www.youtube.com/watch?v=BtIXK...layer_embedded


      2012 Honda CR-V review from Consumer Reports => http://www.youtube.com/watch?v=pcZ-K...layer_embedded
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      • http://www.albawaba.com/business/pr/honda-cr-v-422925

        Abdullah Hashim Introduces the All-New, Fourth Generation 2012 Honda CR-V

        The All New fourth generation CR-V debuted by Abdullah Hashim Co, sole distributor of Honda vehicles in Saudi Arabia. The new CR-V is available for customers in LX, EX and EX-Leather Grades.

        Speaking on the occasion, Mr. Shakeeb Haider, General Manager of Honda SBU - Abdullah Hashim Company, said, “Globally, the CR-V has been recognized as a pioneer of compact SUV. Since its first launch in 1996, over 5million CR-V’s have been sold so far, which amply proves its global appeal in terms of design, quality, refinement and popularity. Building on this solid reputation, the all new CR-V now enters into its 4th generation with enhanced exterior aesthetics, car like interior comfort, innovative features and a smoother & quieter ride; and is designed to offer urban sophistication and exceed customer expectation of a 5-seater compact SUV.”

        Mr. Haider pointed out that the previous generation CR-V’s refined styling, size and proportions contributed a lot to its success since its launch in 2006.

        “Compared to the previous-generation CR-V, the 2012 model takes on a more aggressive and aerodynamic stance with deeper sculpting of the bodylines and a bolder front fascia. The front bumper's smooth-flowing lines are highlighted by a horizontal three-bar grille and deeply set multi-reflector headlights. The lower front bumper wraps smartly upward to convey SUV capability with a generous approach angle, while the lower front bumper design with fog lights (only for EX & EX-Leather grades) now integrates more smoothly with the fascia for improved aerodynamics,” he said.

        The Honda CR-V offers a modest increase in passenger and cargo volume. It also offers a more sedan -like driving position compared to the previous generation CR-V. Inside the CR-V, every tactile surface viz., interior door handles, steering wheel, etc. are designed to be pleasing to the touch and easy to operate.

        Fabric upholstery is standard in the LX grade, while the EX has upgraded fabric with a suede-like feel. The EX-Leather grade has standard leather upholstery.

        The all new CR-V is powered by a 2.4L, DOHC, in-line 4 cylinder gasoline engine that produces max. power of 188 HP @ 7,000 rpm - up by 20 HP compared to the previous generation. And max. torque is 22.6 kg-m @ 4,400 rpm. A host of innovative features are designed to deliver a cutting-edge combination of performance, fuel efficiency, and low emissions. Most apparent is the i-VTEC "intelligent" valve-control system – which results in good fuel economy and low exhaust emissions.

        The 5-AT gearbox works in conjunction with the engine's Drive-By-Wire™ throttle control to smoothly shift between gears. The new Real Time AWD with Intelligent Control System debuts on the 2012 CR-V and is available to help provide traction in low-grip driving conditions. Compared to the prior 4WD system, the electronically activated AWD system offers a faster, more intuitive initial response when a loss of traction is detected. It also reduces weight and minimizes internal friction and help to minimize the negative impact on fuel economy inherent to virtually all four-wheel-drive systems.

        “Significant improvements to body and chassis of new 2012 CR-V improve interior quietness and ride quality compared to the previous model,” Mr. Haider said.

        The 2,620 mm wheelbase, wider track dimensions, independent suspensions, and features such as VSA® and new Motion-Adaptive Electric Power Steering (EPS) all contribute to the CR-V's objective to provide a premium driving experience. The compact multi-link rear suspension helps maximize second-row seating and cargo space, while also providing outstanding handling characteristics and ride quality.

        The new CR-V is equipped with a host of standard safety features unmatched by any other vehicle in its class.

        An expressive color choice is available for 2012 Honda CR-V models. These include – Twilight Blue Metallic (new color), Alabaster Silver Metallic, Crystal Black Pearl, Polished Metal Metallic, Basque Red Pearl II, White Diamond Pearl and Urban Titanium Metallic.

        All grades of CR-V come with beige color interior as standard.

        The 2012 Honda CR-V is covered by a 3-year/100,000-km warranty.
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        • http://www.chathamjournal.com/weekly...5-120429.shtml

          Family-friendly Honda CR-V narrowly outpoints Mazda CX-5 in Consumer Reports’ small SUV tests

          Pricey Mercedes-Benz ML 350 and BMW X5 midsize SUVs improve, but fall short of class leaders



          Yonkers, NY— With its large back seat, easy access and ample cargo space, the family-friendly Honda CR-V narrowly topped the Mazda CX-5 in Consumer Reports’ latest head-to-head small SUVs tests.\

          On paper, the redesigned CR-V and new CX-5 appear very similar. Both can accommodate five passengers, have comparable dimensions, are available with front- or all-wheel drive, and are priced about the same. They also finished very close in CR’s overall road-test scores—with a 77 and a 75, respectively—just under the segment-leading Toyota RAV4 and Subaru Forester.

          “While their overall scores were close, these two small SUVs have very distinct characteristics that will probably appeal to different types of drivers” said David Champion, senior director of Consumer Reports Auto Test Center in East Haddam, Connecticut.

          Consumer Reports found that the CR-V EX (tested price $26,455) is a more family-friendly SUV, with a large backseat, easy access, lots of cargo space, and a comfortable ride. It is also notably quicker and more responsive than the CX-5, with a refined drivetrain. On the downside, the CR-V suffers from pronounced road noise, sizable rear blind spots, and subpar at-the-limit handling. Overall, CR’s testers found the CR-V is functional and easy to live with, if not particularly exciting to drive.

          The CX-5 Touring (tested price $27,125) is more athletic and engaging to drive, thanks to its agile handling, taut cornering, and responsive steering. It’s more at home on a twisty road and is more likely to satisfy enthusiast drivers. The CX-5 also delivers the best fuel economy in its class—25 mpg overall—thanks to Mazda’s new Skyactiv technology. The mid-level Touring version came well equipped with a full-power seat, keyless ignition and a blind-spot monitoring system. But the CX-5’s trade-offs include a smaller, noisier cabin; a choppy ride on the highway; and slower acceleration.

          The full report on Consumer Reports’ latest small SUV tests will be available on www.ConsumerReports.org April 26 and in the June issue of Consumer Reports on newsstands May 8th. Updated daily, ConsumerReports.org is the go-to Website for the latest auto reviews, product news, blogs on breaking news and car buying information. Check out CR’s ongoing Twitter feed at @CRCars.

          The Mercedes-Benz ML350 and BMW X5 luxury SUVs were also tested against each other, as well as two small hatchbacks, the Subaru Impreza and Kia Soul.

          Only the CR-V is Recommended by Consumer Reports. Although the CX-5 scored well enough, it’s still too new for CR to have reliability information. To be Recommended, a vehicle must perform well in CR’s battery of tests, have average or better reliability in CR’s Annual Auto Survey and perform well in government and industry crash tests.

          Helped by an impressively quiet and luxurious cabin, the redesigned Mercedes-Benz ML350 beat the sportier, updated BMW X5 in a match between the two German luxury SUVs. The new ML jumped seven points in Consumer Reports’ Ratings over the previous generation, with a Very Good overall road-test score. It’s more fuel efficient, quicker, and quieter than the previous model. The transmission and controls are also improved.

          With a turbocharged six-cylinder base engine that’s quicker and more fuel-efficient than the previous one, the X5 also achieved a Very Good score. But its choppy ride and overly heavy steering did not improve. The X5’s tested price of $62,675 is almost $6,000 more than the comparably equipped $56,960 ML.

          In everyday driving, both the ML and X5 exhibited good handling, with little body lean. The ML’s steering is responsive but a touch vague. The more agile X5 holds the edge in handling and steering, but its steering feels heavy in low-speed situations such as when parking. At its handling limits, the X5 was capable and controlled; the ML350 was considerably less capable, with lower limits.

          Both vehicles rank mid-pack in this category, below the less expensive Acura MDX ($46,715) and Lexus RX 350 ($47,381). Although the SUVs scored well enough in CR’s tests, neither model is Recommended because the ML350 is too new for Consumer Reports to have reliability data and the turbo X5 has had below-average reliability.

          Consumer Reports also recently tested the Subaru Impreza Hatchback and Kia Soul. The all-wheel-drive Impreza ($22,345), which was redesigned for 2012, has a smooth, comfortable ride, while the Soul ($19,270) can be unpleasantly stiff. Although the Soul is notably quicker thanks to recent engine tweaks and a new six-speed automatic transmission, performance is marred by much longer braking distances.

          In some ways, the two cars are very alike, providing easy access, simple controls, similar cargo room and turning circles, and the same commendable fuel economy of 26 mpg overall. Each also suffers from a noisy cabin. The Impreza’s overall road-test score places it second in Consumer Reports’ small-hatchback Ratings, behind the Volkswagen Golf. The less-refined Soul scored lower, but Consumer Reports found it to be a good value.

          Consumer Reports is the world’s largest independent product-testing organization. Using its more than 50 labs, auto test center, and survey research center, the nonprofit rates thousands of products and services annually. Founded in 1936, Consumer Reports has over 8 million subscribers to its magazine, website and other publications. Its advocacy division, Consumers Union, works for health reform, food and product safety, financial reform, and other consumer issues in Washington, D.C., the states, and in the marketplace.
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          • http://www.automobilemag.com/reviews..._5_comparison/

            Comparison: Ford Escape vs. Honda CR-V vs. Mazda CX-5

            Goldilocks wants a new compact crossover. As circumstances would have it, she's in luck. She's interested in a segment chock full of nice vehicles from just about every carmaker you can think of -- from Kia to Range Rover and every manufacturer in between.

            In the high-volume part of the compact SUV group, there are two numbers winners, the Honda CR-V and the Ford Escape, which tend to duke it out for the top sales spot. Goldilocks wants a mainstream, well-equipped vehicle that comes standard without sticker shock, so she'll be looking at both of these vehicles. As a bonus, they're both new: a redesigned CR-V debuted a few months ago, and a brand new Ford Escape will be hitting showrooms shortly.

            There's a third new player on the field, too: the Mazda CX-5. Not only is it new this year, it replaces the Tribute, which used to be a rebadged Escape. We gathered all three vehicles for a day of driving and realized that while their recipes are almost identical, the end result is three very distinct flavors. Which one will Goldilocks like best? Well, it depends on what kind of porridge she prefers.

            2012 Honda CR-V AWD EX-L NAV

            Honda has a long reputation for getting stuff right, and while some of the company's other products have missed the mark lately, the CR-V is chugging along nicely. This is the vehicle that virtually defines its class -- and, indeed, the two competitors we rounded up are near clones of the Honda: all three measure within 0.6 inch in length, 0.6 inch in width, and 0.8 inch in height. They come exclusively with four-cylinder engines and all offer the choice between front or all-wheel drive. The "Cute Ute" has been boiled down to a formula (we'll call it Goldilocks Porridge Reduction) and you could certainly argue that Honda's CR-V has, historically, had the winning recipe.

            There's nothing particularly high-style about the CR-V -- on the outside, it's anything but sexy, with a bizarre front end, a minivan profile, and small (in this company) seventeen-inch wheels with tall sidewalls. Inside, it's a similar story, with gathered leather seats that look like they're from a 1990s Acura. Even our fully loaded tester doesn't come with keyless-go, so you'll have to put a metal key into the ignition switch. It does have a navigation system, although its monochrome graphics seem to have been inspired by an Atari 2600. There's another LCD screen, too, which is slightly better -- think original Nintendo -- but it's too small, too far away, and displays occasionally redundant information in a font and color scheme that doesn't match the nav screen's.

            Sounds like a bitter bowl of porridge, doesn't it? Well, it's not. The CR-V might not win on presentation, but if you have an appetite for utility, the Honda wins the taste test by a mile. The minivan looks mean minivan usability: there are enormous storage bins everywhere, for example. The high console-mounted shifter feels just right in your hand, and the seats are comfortable. Best of all, the rear seats fold flat in the most breathtakingly simple mechanical origami this side of an Alton Brown cooking contraption -- no motors are involved, just a gentle tug on one of the two handles mounted cleverly (and accessibly) by the rear hatch. In one motion, the seat bottoms flip up and forward, then the seatbacks flop down. The CR-V might be the same size as these other two vehicles, but no one told its interior -- cargo room dwarfs the other two vehicles with the seats up or down. And the liftover height is impossibly low.

            Should Goldilocks fancy herself a racecar driver, she'll be excited by the highest redline here. Honda's 2.4-liter straight-four is torquey and chock full of personality, and it makes its 185-hp power peak right at its lofty 7000-rpm redline. Unfortunately, it's mated to a five-speed automatic that's geared for fuel economy, not performance. Red light! Green Light! ...No! No wheelspin (thanks to an electronic AWD system that preemptively sends power rearward), but also not so much in the way of acceleration. The wait to get through first gear is a long one -- you'll be nearing freeway speeds before you feel the first shift. And second gear is virtually identical to the Mazda's third: it's good for a rather shocking 83 mph. Acceleration isn't painful, but it's never exhilarating, either.

            The CR-V's electric power steering is far too overboosted to let road feel through to the wheel, and its ratio (16.7:1) is, by a wide margin, the slowest of the group. Its ride is slightly busy over broken pavement and the suspension can get a bit loose over big bumps. The Honda's ground clearance trails the other two vehicles by a wide margin (6.7 inches for AWD models versus 7.9 for the Ford and 8.5 for the Mazda), which might make it less capable in deep snow.

            Not much about the CR-V will excite Goldilocks' inner Danica Patrick, but when it comes to an extremely usable, dependable, and very well put-together compact crossover, this porridge's lack of spice means it'll appeal to many and offend very few.

            The Specs
            PRICE: $30,605/$30,605 (base/as tested)
            ENGINE: 2.4L I-4, 185 hp, 163 lb-ft
            TRANSMISSION: 5-speed automatic
            EPA MILEAGE: 22/30 mpg

            ================

            2013 Ford Escape Titanium 4WD

            A Ford-loving Goldilocks is in trouble if she's indecisive, because unlike the other cars here, which are available with one single engine offering, the Escape comes with your choice of three. Base models are equipped with a 2.5-liter, 168-hp four. Next up is an EcoBoost (turbocharged, direct-injection) 1.6-liter that makes 178 hp. And leadfooteded Goldilocks can have an EcoBoost 2.0-liter that makes 240 hp.

            Call us GoldiLeadfoots, because we tested the top-of-the-line Escape with every bell, whistle, and Bear Detection System. Well, not the last bit, but the Escape is, in this group, a rolling techno showcase. It came equipped with keyless-go, blind-spot monitoring with cross traffic alert (meaning it'll let you know if you're about to get sideswiped while backing out of a parking spot), automatic HID projector headlights, LED daytime running lights, active park assist (meaning it'll park itself), a power rear liftgate with Hokey-Pokey control (meaning it'll open or close electrically if you wave your foot under the rear bumper), a full-length panorama glass roof, and, of course, the MyFordTouch infotainment system -- which includes SYNC voice-activated commands, navigation system, a killer Sony sound system, and a touchscreen to control it all. It has four auto-up and -down power windows -- the other cars have it only on the driver's porthole.

            There's no reason for Goldilocks to even sample the other cars' seats -- Ford's Sport Seats are "wow!" comfortable, and they're trimmed in leather and, like the others, heated. The Escape's cabin is full of angles and edges, including the rim of the steering wheel, which is uncomfortable to hold as a result. But the turquoise needles on the gauges are a cool touch -- and the high-resolution, colorful, and customizable LCD screen between the gauges trumps all.



            Although MyFordTouch has been substantially revised (the previous one was, to use a word, dreadful), its clear, colorful, and very high-resolution touchscreen interface highlights exactly what's wrong with using a touchscreen: the virtual buttons appear on a flat, featureless screen, so Goldilocks will be taking her eyes off the road for a very long time to use them. Good luck if she hits a bump while trying to press a button -- the little graphical boxes that make up the buttons are so small that she could easily hit the wrong function three buttons over.

            We didn't spend enough time in the Escape to test all of MyFordTouch's features (though unlike in older versions, we experienced no sudden reboots or failures), but some features didn't work properly. For example, if Ms. Goldilocks uses her iPhone for music, she's best off plugging it in via the USB adapter. This not only charges the phone, but allows her to use the touchscreen (or SYNC voice-activated controls) to find the music that's not too hard rock or too classical, but Top 40 Just Right. Except that if her phone is also paired to the system via Bluetooth, she can't listen to its music via the USB adapter -- she then needs to switch to Bluetooth streaming (which eliminates the possibility of browsing the music collection by voice or touchscreen). Sound confusing? It's more than confusing, it'd infuriate even Papa Bear from a relaxed hibernation.

            Once the music does come on, though, the sound quality is superb and well beyond what you'd expect at this price point. Clearly, with all the gadgets and gizmos (and the powerful subwoofer), Ford is playing to a younger Goldilocks than Honda is.

            And then you hit the gas. The 2.0-liter EcoBoost is a rocket compared with the other crossovers here. Its turbocharged torque curve is as flat as the surface of overcooked porridge, and instantaneous thrust is available whenever you want it. Turbo lag is, of course, present, but a loose torque converter masks it almost completely in normal driving. The six-speed automatic shifts smoothly and quickly, and if you sprain your wrist just right, you can call up a pseudo-manual mode with an ill-placed rocker switch on the side of the shifter. Still, the ability to call up individual gears might help when towing -- and when equipped properly, the Escape can tow up to 3500 lb (far in excess of the Honda CR-V's 1500 lb and the Mazda CX-5's 2000 lb).


            The weight of the big nineteen-inch wheels seems to stress the Ford's chassis rigidity (no doubt weakened by the enormous panoramic roof), inducing some cabin rattles over broken pavement. The suspension tuning seems oversprung and underdamped, leading to a bouncy ride on back roads, but the bump stops were left fully unmolested over the biggest of impacts. Ford's stability control programming is excellent, never intruding unless necessary, and then slowing the vehicle only as much as required. Like the Honda, the Escape's AWD system uses a computer-controlled clutch that predicts wheel spin before it happens, so even with all its prodigious power, the Escape won't squeal a tire on dry pavement.

            The Escape's electric power steering is quick and responsive, though rubber-bandy in its effort. It has the widest turning circle of the group -- and the narrowest interior. Not only does the Ford trail its other rivals in shoulder room front and rear, but the sloped center stack intrudes noticeably into the driver's footwell. As a result, Goldilocks' right leg will remain in constant contact with hard plastic, fighting to get her leg far enough to the right to reach the offset and partially obscured gas pedal.

            The Escape is the only car here that can't fold its rear seats using a lever at the back of the car, but at least the process is supremely easy to do from the rear doors: one lever flips each of the seats over almost completely flat. Despite the smallest overall interior of the group, the Escape's cargo-carrying ability is smack in the middle. The rear seats can be reclined (like the Honda's), making the back of the Escape a very comfortable place to be.

            In fact, overall, the Escape is a very nice vehicle to spend time in. We think Goldilocks will like it -- if she's young and in love with high-tech toys. But if all the fairy tales are right, she'll likely love the crossover that's not too minivan-like and not too high-tech toyish. There's a third bowl of porridge that is, to borrow a phrase, just right.

            The Specs:

            PRICE: $32,945/$36,130 (base/as tested)
            ENGINES: 2.0L Turbo I-4, 240 hp, 270 lb-ft
            TRANSMISSION: 6-speed automatic
            EPA MILEAGE: 21/28 mpg



            2013 Mazda CX-5 Grand Touring FWD

            At $29,165, our Mazda CX-5 was the least expensive vehicle in our trio -- but it lacked four-wheel drive and produced the least horsepower. While we're on the subject of frugality, it also boasts the best EPA fuel economy ratings, and in our rigorous testing (we drove like animals) used by far the least fuel. In fact, it beat the Ford by 30 percent and the Honda by fifteen.

            If the defining feature of the CR-V is usability and the Ford's is high-tech, the Mazda CX-5's calling card is gimmick-free elegance. There's a richness to the vehicle that goes beyond the others -- in its exterior styling as well as its cabin. The red-stitched black leather looks and smells more expensive than the hides in the other cars; the no-frills dashboard trades overwrought styling features for simple functionality, and the Mazda's driving dynamics are, simply put, a whole class ahead of its rivals.



            The CX-5's steering feels like its rack came straight off the shelf of the Porsche engineering center. It's accurate, well-weighted, and highly communicative. Will Goldilocks care about steering? Does a bear cook in the woods? Absolutely! The typical crossover buyer may not speak in terms of on-center steering feel and load buildup, but all drivers know good steering when they feel it: Goldilocks will get in this car and instantly feel like she's connected with the wheels and in control of her vehicle.

            And when the bears come running after her, the CX-5 will make the quickest getaway. It may be down 85 hp from the Ford and 30 hp on the Honda, but the Mazda's body weighs some 300 lb less than the Ford and about 100 lb less than the Honda when comparably equipped. With short, closely spaced gearing and a transmission that loves to play ball, the Mazda doesn't suffer much from its lack of power -- and the well-weighted leather shift knob can be thrown into a fully manual gate that uses the racing layout (forward for downshifts, rearward for upshifts).

            The CX-5 leisurely rounds bends at speeds that would have the CR-V's tires screaming loud enough to scare off any attacking furry mammal, and it demonstrates class-leading body control over potholes, frost heaves, and speed humps. The front suspension will bottom out over big bumps that the Ford takes in stride, but the rest of the Mazda's driving experience is flawless. And its ride is quieter and more supple than the others'.

            In terms of usability and technology, the CX-5 again falls right in the sweet spot. Its cargo room is the smallest of the bunch, but its cabin is biggest overall, meaning it has the most space for people. The rear seat is split 40/20/40, and it can be folded forward in any combination by way of very clever handles near the rear hatch. The resulting load floor isn't, however, perfectly flat.


            The CX-5 features some of the Ford's high-tech goodies without feeling overly gimmicky. Like the Escape, our Mazda was equipped with blind-spot monitoring -- which isn't available on the Honda, which needs it the most thanks to thick D-pillars that obscure rearward visibility. All three cars had reverse cameras, though the Mazda's screen is quite small. The CX-5's optional swiveling HID headlamps make for great visibility on curvy roads at night, and we suspect its Bose stereo is good enough to keep passengers entertained on long journeys over the hills and through the woods -- whether to Grandmother's house or to a rave.

            Getting lost shouldn't be a problem since Mazda's navigation system was designed by TomTom, and while the screen is by far the smallest of the three, its graphical buttons are the largest and easiest to operate. The steering wheel controls and gauges are simple, straightforward, and highly legible -- and like the other cars, the CX-5's dual-zone climate control is easy to use, and it spit out the coldest air-conditioned air of the group.

            The interesting thing about children's stories is how well they apply to our adult lives. Sure, you can have your porridge any way you like it. The Honda CR-V is like oatmeal -- not very flavorful, but packed with benefits. The Ford Escape is a warm bowl of peppered grits packed with lots of spice and flavor -- though perhaps too much for some. And then the Mazda CX-5 is a delicate polenta -- it's the same basic idea, but somehow this porridge comes across as more substantial, more expensive, and more elegant. Or as Goldilocks might say, it's just right.

            The Specs:

            PRICE: $27,840/$29,165 (base/as tested)
            ENGINE: 2.0L I-4, 155 hp, 150 lb-ft
            TRANSMISSION: 6-speed automatic
            EPA MILEAGE: 26/32 mpg
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            • http://www.automotto.com/wait-new-ho...ger-india.html

              Wait for new Honda CR-V goes even longer in India

              Honda launched its fourth generation CR-V in US by late 2011. Europe got the car way back in early 2012. In China too, the new CR-V came out in early 2012. Now, the entry-level Honda SUV has reached middle-east Asian market. However, Honda is clearly denying any plan to introduce the car in India. Reason is, of course, the low sales volume of CR-V here. Instead, the Japanese car maker is planning to introduce upgrades of Brio and Jazz and City.

              Honda CR-V

              Globally, CR-V is currently the entry level SUV in Honda stable. The last CR-V, which is already running on European and North America roads, is visibly quite distinct from its predecessors. Major changes are:

              1. Deeper and aggressive sculpting line on body.

              2. Re-styled frontal fascia.

              3. Smoothly integrated front bumper with frontal fascia for better aerodynamics.

              4. It sports 2.4L i-VTEC inline-four engine.

              5. Maximum power output is 185 hp and top torque is 220 Nm.

              6. Other engine option is 2L with continuous variable transmission.

              7. With four-wheel drive, average fuel economy is 37 miles per gallon.

              Sales performance in India

              Arguably, Honda CR-V is one of the best crossovers on Indian road. Its on-the-fly four-wheel drive option makes it better vehicle on relatively rougher roads too. Through it’s not a full-fledged off-roader in any sense.

              Major reason behind not ‘upto the mark’ sales performance is surely absence of diesel trim. SUVs are well known fuel-guzzlers. Skyrocketing petrol price in India makes CR-V less attractive to SUV buyers. Diesel CR-V could have managed better revenue for Honda.

              In fact, Indian auto industry was expecting fourth generation CR-V in diesel trim. However, recent declaration from Honda clearly means we have to wait for the time being. Honda surely plans to bring in diesel vehicle on India road. However, first cars to get diesel powerhouse would be, surely, Brio, City and Jazz.
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              • http://www.leftlanenews.com/honda-cr-v-review.html

                Review: 2012 Honda CR-V EX-L

                Honda didn’t invent the compact crossover market, but it often feels like the folks behind the stylized H badge did.

                Beaten to the punch by the Toyota RAV4 in the heady days of the mid-1990s, back when the term crossover meant something entirely different, the Honda CR-V nonetheless took this market by storm. More than 15 years on, it still commands the largest share of the consumer crossover or SUV market (admittedly, the fleet-heavy Ford Escape is the segment’s biggest seller).

                Was Honda wise in not dramatically altering its CR-V for its fourth-generation model, which hit the markets not too long ago as a 2012 model?

                We decided to find out.

                What is it?
                Despite its rather more expressive styling, the 2012 CR-V is much the same underneath as it was last year. A 2.4-liter four-cylinder sends power through a five-speed automatic transmission to either the front or, in the case of our tester, all four wheels, and the CR-V rides on a global passenger car architecture not too distantly related to the Honda Civic.

                Clever packaging, long a CR-V forte, returns, although the integrated picnic table included in the first-generation CR-V is long gone. Too bad.

                Like other Hondas, CR-V is available in a relatively wide lineup that starts with steel wheel-clad LXs, moves up to alloy wheel/moonroof EXs and leather seat EX-Ls before culminating with your choice of rear seat entertainment or in-dash navigation. Our EX-L tester was equipped with the latter, which made it the most expensive CR-V in the lineup.

                What’s it up against?
                The Toyota RAV4 grew a while ago, so it isn’t as natural a CR-V rival as it might seem.

                Instead, we’d square this five-seat-only crossover off against the Mazda CX-5, Ford Escape, Volkswagen Tiguan and Kia Sportage, among others. Each truly brings something unique to this fast-growing segment.

                How does it look?
                Undoubtedly more distinctive than its rather mushy predecessor, the CR-V finally has a face of its own. A jutting front bumper gives it a rather pouty look, while swept-back, black-finished headlamps are aggressively angry in their execution.

                From there, CR-V retains the “rugged” (and also inexpensive) black cladding seen on many rivals, but the biggest side profile feature is certainly its pointy D-pillar. Although it significantly reduces rear visibility, this design does give the CR-V a flavor of its own that’s carried through on the tailgate. Tall tail lamps hark back to the first CR-V, not to mention the Volvo XC60, but the high beltline only succeeds to give this crossover an oddly narrow look from the rear that isn’t echoed up front.

                And on the inside?
                Ever since the first CR-V, we’ve been rather impressed with Honda’s thoughtful attention to detail. This latest model hardly disappoints. At first, its wide dashboard with high-mounted controls and less-than-convincing fake wood (we think?) trim appears just average in its execution, but a few minutes behind the wheel reveals a myriad of conveniences.

                Consider the high-mounted gear lever, which frees up center console space for a gigantic center box (with a retractable lid), several small pockets for maps and nicknacks and well-designed cupholders. Further storage spots adorn the door cards, giving drivers and passengers plenty of space for their must-haves. In comparison to rivals that offer a small bin in the center console, the CR-V feels like it was designed during a corporate retreat for Container Store employees.

                And passengers need not consider themselves contained thanks to excellent front and rear space, which bests most midsize crossovers in terms of real-world roominess. So too a tall and nicely carpeted cargo area, which happily swallowed a pair of mountain bikes after the second row was folded.

                All this goodness is, unfortunately, offset by a number of let-downs. Assembly quality on our tester felt top notch, with nary a rattle nor a creak, but soft touch plastics were similarly missing. The gathered leather seats were comfortable, but their hide could have come from a Rubbermaid cow. And the optional navigation system was quick to reroute us but decidedly low-tech in its display quality and its lack of a tune knob. Skip the nav option and buy a portable unit.

                But does it go?
                Honda took the ultra-conservative (read: cheapest) route for 2013 by recycling the outgoing model’s 2.4-liter four-cylinder and its five-speed automatic transmission.

                Despite being down a gear compared to many of its freshest rivals, the CR-V nonetheless manages to make the best of its 185 horsepower (at a high 7,000 rpm) and 163 lb-ft. of torque (at a still rather high 4,400 rpm). Thanks to its exceptionally lithe 3,545 lbs. curb weight as-tested, the CR-V rarely feels down on power. The five-speed shifts quickly and smoothly – and rather often at highway speeds, when passing requires a kickdown or two to find the power band. To save fuel, an Econ mode accessible via a green button “coaches” better fuel economy through lights on the gauge cluster and increased gas pedal resistance. We found it made the CR-V feel frustratingly slow unless we pushed the skinny pedal to the ground; with the mode left off, acceleration felt much stronger.

                We noticed an un-Honda-like vibration at idle in our tester, but noise, vibration and harshness was otherwise kept to class-acceptable levels. A little more wind roar than was expected did slightly sour our high-speed driving experience, however.

                CR-V uses an electronic steering system clearly set up for maneuverability over sportiness. Although the steering is generally precise, the wheel itself offers little road feel and an ultra-light level of resistance. So too the chassis, which feels taut and robust but hardly encourages sporting behavior. Grip, thanks to the all-wheel-drive system, is always there, but the CR-V felt out of place on our winding road test loop.

                Clearly, this compact crossover is set up for the way average drivers use their crossovers: Around town, where its suspension was comfortably composed, and on the highway, where netting the advertised 30 mpg proved feasible. We saw 24 mpg combined, which is just a tick below the EPA’s estimate. Either way, those figures aren’t at the top of their class, but they’re still pretty good for all-wheel-drive.

                Why you would buy it:
                The CR-V is brilliantly thought-out inside and out and it provides all of the capability most people seem to want from a small crossover.

                Why you wouldn’t:
                Those interested in an engaging driving experience should look elsewhere.

                Leftlane’s bottom line
                The Honda CR-V is the quintessential crossover we’d recommend our neighbors to buy. As car people, we’re left with respect but nothing approaching enthusiasm for this most competent of compact crossovers.

                But for most buyers, that’ll be just fine. We would have liked to see Honda continue its tradition of class-leading fuel economy, but 30 mpg and a tick over $30,000 for something that puts decent power to all four wheels and comfortably seats a family of four and their luggage certainly makes a strong case for itself.

                2012 Honda CR-V EX-L AWD (with navigation) base price, $29,795. As tested, $30,605.
                Destination, $810.
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                • http://www.autos.ca/car-test-drives/...CanadianDriver

                  Day-by-Day Review: 2012 Honda CR-V Touring; Day 1

                  This week I’m behind the wheel of the all-new 2012 Honda CR-V in Touring trim. This is a fully loaded model, once again; the CR-V is available in four trim levels, starting with LX, moving up through EX, EX-L and Touring.

                  All CR-Vs are powered by the same 2.4 L inline four-cylinder engine that outputs 185 horsepower and 163 lb-ft of torque, and is mated to a five-speed automatic transmission. The LX and EX are available in both front-wheel drive and “real-time” all-wheel drive, while EX-L and Touring are available only with all-wheel drive.

                  Of course, the Touring model, being top of the line, has pretty much every feature you could think of including navigation, dual-zone automatic climate control, backup camera system, leather seating, moonroof, cruise control and more.

                  I’ve had a few hours behind the wheel already as I picked up the car and headed straight to the U.S. border to pick up a set of tires I had waiting for me. After a very long day of travel (12 hours), the two-hour trip in the CR-V was a breeze so I’m already somewhat impressed, but I’m sure over the next few days I’ll learn a lot more about the vehicle.

                  2012 Honda CR-V Touring
                  MSRP as tested (excluding destination): $35,090

                  For more information on Honda and the CR-V visit Honda Canada

                  For even more on this car FOLLOW James on Twitter
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                  • http://www.theautochannel.com/news/2...-v-review.html

                    HEELS ON WHEELS: 2012 HONDA CR-V REVIEW

                    INTRO TO THE CR-V VEHICLE

                    The 2012 Honda CR-V has a compelling exterior redesign and more interior standard features, but let’s cut to the chase: Fuel economy averages 25 miles-per-gallon with all-wheel drive and total cost remains under $30k when fully loaded. This is one hard-to-top, two-row crossover.

                    I drove a 2012 Honda CR-V with the only available engine, a 185-horspower 2.4-liter Dual Overhead Cam i-VTEC four-cylinder engine with a five-speed automatic transmission and available all-wheel drive. Available in three trims, LX, EX and EX-L, my top-of-the-line EX-L test drive came with the following standard equipment: leather-trimmed seats, steering wheel and shift knob; Honda Navigation System with rearview camera; seven-speaker audio system with XM Radio and Pandora Internet Radio featuring steering-wheel controls; Bluetooth connectivity; heated front seats; dual-zone climate control; ten-power power driver’s seat; SMS text message functionality; USB interface. Total vehicle price came to $29,795.

                    The sporty CR-V redesign comes at the right time for Honda, luring customers away from some very competitive crossovers such as the Nissan Rogue and Toyota RAV4. Most attractive is the Volvo-inspired taillight design that gives the CR-V some newfound classy edge.

                    HEELS ON WHEELS REVIEW CRITERIA

                    Stylish But Comfortable Results: Honda keeps up with popular vehicle technology by providing Pandora radio, Bluetooth, and the SMS text messaging function that reads texts from compatible phones aloud over the audio system as standard equipment found even in base LX model. The dash layout gets a ding due to an awkward upward tilt that forces drivers to raise seats higher in order to view the infotainment display screens. Spacing is generous in the rear seats despite the redesign losing about an inch of height. The leather upholstery and interior wood trim give the CR-V a refined feel, but not enough to mistake this model for a more expensive crossover.

                    Reliability & Safety Factor: The new model receives the highest possible safety ratings from the IIHS. Safety standard highlights for the CR-V includes vehicle stability control, anti-lock brakes with brake assist, side-curtain airbags, and Advanced Compatibility Engineering.

                    Cost Issues: The technology-equipped base LX trim is $22,295. The EX trim adds an upgraded six-speaker audio system and moonroof for $24,395. My EX-L trim with the Honda Satellite-Linked Navigation System, leather upholstery and ten-way power seating is $29,795. And an optional rear DVD system is available at this trim level to entertain the kiddies on long trips.

                    Activity & Performance Ability: Like any four-cylinder, there’s not a whole lot of off-the-line power during acceleration; nevertheless the CR-V offers an engaging and balanced ride with one of the more notable highway features being a better insulated cabin to reduce noise. Make note the powertrain components are carryovers with just a few adjustments for increased fuel economy and there is no V6 engine option. An all-new Eco Assist feature withholds the throttle response to help drivers achieve new levels of efficiency.

                    The Green Concern: Two-wheel drive also available, but not the most sensible or sustainable one considering fuel economy estimates have just a 1 mile-per-gallon gain over all-wheel drive.

                    FINAL PARTING WORDS With a snazzy new redesign, unbeatable all-wheel drive fuel economy, and modern technology features found even at the base level including Pandora radio and a text messaging function, it’s easy to understand why the CR-V reigns over the crossover market.
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                    • http://www.automobilemag.com/reviews...12_honda_cr_v/

                      Driven: 2012 Honda CR-V

                      Compact crossovers are where the volume is in the SUV segment, and the volume leader among compact crossovers is the Honda CR-V. (That's in 2012 year to date. In 2011, Ford managed to push out more Escapes, even though that vehicle was at the very end of its long life cycle. But one suspects that those cars all disappeared into Hertz fleets, because, where I live at least, you hardly ever see an Escape on the road whereas it often seems like every other car is a CR-V.)

                      Perhaps that's why Honda was loath to mess with the formula during the CR-V's 2012 redesign. The car's length and width haven't strayed more than a fraction of an inch, and the wheelbase is identical. The 2.4-liter four-cylinder continues as the lone engine offering, although output is increased fractionally, to 185 hp and 163 pound-feet of torque. The engine is once again mated to a five-speed automatic, even as six-speed auto boxes have become the norm.
                      2012 Honda CR V Rear Left Side View 2012 Honda CR V Front Left View 2012 Honda CR V Front Left Side View 2 2012 Honda CR V Front Left Side View

                      Nor is the design of Honda's compact people mover a great departure -- more's the pity. The new version looks larger than its predecessor, with a new variation on the previous model's strange, pinched side glass area; perhaps it's an attempt to inject some motion into this blocky shape. Neither is the interior design anything exciting, with acres of gray plastic and -- in my EX-L test car -- leather that looks and feels like something engineered to shrug off a spilled ice-cream cone.

                      It's an unspectacular cabin, unless you're talking utility. Interior space is vast, and the cabin feels wide and airy. The back seat is particularly roomy, and a flat floor helps make it habitable for three. The cargo hold is easy to load thanks to an ultra-low floor. And there are stowage cubbies everywhere. In typical Honda fashion, the controls and switches are easy to use -- excepting those surrounding the navigation screen, graphics of which are dated. A (much-needed) backup camera is standard.
                      2012 Honda CR V Steering Wheel 2012 Honda CR V Trunk 2012 Honda CR V Seats Folded 2012 Honda CR V Front Seating

                      The CR-V's similarly unassuming powertrain is also undeniably effective. Direct injection and turbocharging are nowhere to be found, but Honda was able to coax another 2-to-3 mpg out of this engine, bringing the EPA ratings up to a respectable 23/31 mpg (FWD) and 22/30 mpg (AWD). A button on the dash engages Eco mode; unfortunately, it snuffs out throttle response and makes the transmission cling stubbornly to higher gears. Switch it off, and the powertrain is far more agreeable, although the CR-V isn't exactly quick -- particularly at highway speeds -- and the engine note at times is a dull moan. The electronically controlled all-wheel-drive system, which is new with the 2012 model, works flawlessly, sending power to the rear wheels before the front tires have a chance to chirp or spin. Torque steer is not an issue, and Honda has done a good job tuning both the CR-V's electric power steering and the suspension. Unsurprisingly, however, both favor relaxed driving over lively cornering.

                      Unsurprising and relaxed could describe the CR-V overall. It's neither flashy nor exciting but it is well executed. Combine that with Honda's enviable reputation for reliability, and you've likely got what it takes to make this CR-V as ubiquitous as the last one.

                      2012 Honda CR-V EX-L Nav

                      Base price (with destination): $30,605
                      Price as tested: $30,605

                      Standard Equipment:
                      2.5-liter iVTEC four-cylinder engine
                      5-speed automatic transmission
                      Honda Real-Time 4-wheel drive
                      4-wheel disc brakes
                      Dual-zone automatic climate control
                      Power windows
                      Power door locks w/remote
                      Power mirrors
                      Leather-trimmed seats
                      Navigation w/voice recognition
                      Rear-view camera
                      17-inch alloy wheels
                      328-watt AM/FM/XM/CD audio system w/7 speakers and subwoofer
                      Bluetooth audio and phone
                      aux input jack and USB port
                      Steering-wheel audio controls
                      Power driver's seat
                      Heated front seats
                      Power moonroof
                      Cruise control
                      Tilt/telescopic steering column
                      Variable intermittent windshield wipers
                      60/40 split-fold rear seat
                      Roof rails
                      Fog lights

                      Options on this vehicle:
                      None

                      Key options not on vehicle:
                      DVD rear entertainment system

                      Fuel economy:
                      (city/hwy/combined)
                      22 / 30 / 25 mpg

                      Engine:
                      2.4L I-4
                      Horsepower: 185 hp @ 7000 rpm
                      Torque: 163 lb-ft @ 4400 rpm

                      Drive:
                      Four-wheel

                      Transmission:
                      5-speed automatic

                      Curb weight: 3545 lb

                      Wheels/tires:
                      17 x 6.5 inch aluminum alloy
                      225/65R17 Bridgestone Dueler H/P
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                      • http://kpbj.com/feature_articles/201...uel_efficiency

                        2012 Honda CR-V: Big rig room with small car fuel efficiency

                        You could say that the redesigned 2012 Honda CR-V has acquired a little middle age spread as it has grown from its original cute Ute size to a mid-size. A more positive (and accurate) viewpoint is that the Honda CR-V has positioned itself in the SUV sweet spot. Even with rising and unstable fuel prices many people still want and need a multi-purpose vehicle. They’ve forsaken the road dinosaur Hummer H-1 mentality, but they still need functionality. Add 30-mpg fuel economy to spacious practicality and you’ve got a winner — a.k.a. the 2012 Honda CR-V.

                        The CR-V is a unibody style SUV, not a body-on-frame rock crawler, but the reality for northwest drivers is that they seldom (if ever) venture off improved roads. During those rare snow/ice events the excellent all-wheel-drive system safely gets the CR-V where it needs to go. The everyday ride is passenger car comfortable with foul weather confidence always on tap.

                        Walkaround: The 2012 Honda CR-V doesn’t look radically different from the previous iteration. It shares familiar Honda styling cues. The Honda CR-V has long been the benchmark model for the compact SUV segment and the redesigned 2012 model is well positioned to retain that leadership role.

                        Interior: Hondas and Acuras consistently provide a superior interior experience and the new CR-V is no exception. Seating construction, materials, adjustability, comfort, and legroom are excellent. Exterior dimensions belie the amount of usable inside space. Front legroom is just shy of stretch out length, even for drivers over six-feet tall. The back seat easily accommodates tall passengers with the front seats in their most rearward position. The flat floor makes it more comfortable for middle position passengers.

                        The CR-V is a five-passenger vehicle, although it’s ideally suited for four adults. The wide, soft surface fold-down center armrest is a plus for both outboard passengers. Rear door bins are small, but there are two seatback pouches.

                        Storage areas are large and abundant around the front seats. The center console bin is huge as are the door bins. Power points for all types of electronic devices are plentiful.

                        All four doors open extra wide, but there is some rear wheel well intrusion. Like all Honda products the doors shut firmly with a quality sound and feel. The rear liftgate opening is large with a low lift over height for the extra low, flat cargo floor (both heights are one inch lower than the previous CR-V). The hatch will just brush the hair of people over six-feet tall. The rear seats fold effortlessly, but they have a slight upward slope. Cargo capacity is 37 cubic feet with the seats up and 71 cubic feet when folded down.

                        We’re very particular about steering wheel ergonomics. Honda wheels are exactly what we like — thick and perfectly contoured for a comfortable grip. The leather CR-V wheel has tilt and telescopic adjustments that make it easy to find an ideal driving/comfort position. Auxiliary controls were great as was the sound system they manage. The navigation system and backup camera were also high quality, although not all the navigation functions were as intuitive as we’d like. It takes some time to master the navigation system instead of letting it “think” for you (we disagreed that the nearest Costco was in Washington, D.C.).

                        Under The Hood: A single 2.4-liter four-cylinder engine is the sole powerplant, but with an output of 185 horsepower and 163 lb-ft of torque it offers performance comparable to many V-6 engines. The only transmission is a 5-speed automatic, which is smooth and efficient. The transmission is more frugal than fast, but that’s expected in this segment.

                        There are two drivetrain choices — front-wheel-drive and all-wheel-drive (a $1,250 price difference). We tested the AWD (Honda calls it their Real Time 4-Wheel Drive System) and recommend it for the varied Pacific Northwest driving conditions. The EPA rates the AWD CR-V at 22-mpg city and 30-mpg highway. The front wheel drive model only gains one mile per gallon (23/31 mpg), so the AWD CR-V can’t be faulted for excessive fuel consumption. The EPA numbers are up from the previous model — an indication of how important fuel economy is to crossover SUV buyers. Towing capacity is rated at 1500 pounds.

                        Behind The Wheel: The steering wheel was great, but the road feel it transmits was a little vague for our taste (which might be just fine for most drivers). We prefer to be closely connected to a car’s driving dynamics, but the electric power steering reminded us of old school Detroit luxury car power steering systems. It wasn’t as overboosted as a sixties Cadillac, but it wasn’t as organic as we like, either. We preferred the previous model’s hydraulic power steering.

                        The overall driving experience is pleasant and that’s all most people want from a compact SUV. Power is sufficient for daily driving and the ride is comfortable. The car’s size is fine for ever-shrinking mall parking spaces.

                        Whines: We’re still not crazy about the current front end styling. We preferred the earlier versions, but the new CR-V still looks better than some of its stable mates.

                        Bottom Line: The redesigned 2012 Honda CR-V isn’t a radical departure from previous models, but that’s a good thing when you have a compact SUV as successful as the CR-V. It’s a right-sized outside, generously sized inside multi-purpose vehicle that gets excellent fuel economy. A fully loaded, top-of-the-line edition just kisses the $30,000 barrier and as such represents an excellent value.
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                        • http://www.autos.ca/car-test-drives/...CanadianDriver

                          Test Drive: 2012 Honda CR-V Touring

                          A friend of mine drives a 2003 Honda CR-V, and I’ve spent a good deal of time in that vehicle. What’s interesting to me is how familiar the all-new 2012 model feels, compared with the nine-year old, second-generation version. You just hop in, and everything’s right where it should be.

                          Existing CR-V owners will certainly feel at home in this all-new fourth generation compact SUV, but I reckon those who’ve never sat behind the wheel of a CR-V will like it just as much. That’s because Honda got the CR-V right back in 1997 when it debuted in Canada, and they’ve preserved the key components of its winning formula since then (except for the original version’s removable picnic table that many owners, apparently, didn’t know was there).

                          No matter. The important features endure, like the excellent proportions, maneuverability (u-turns where others require three-point turns), roominess, practicality and fuel economy which continues to improve. It’s not too big; it’s not too small; it’s well-appointed; it’s absolutely not truck-like, and it’s a Honda, which still carries some weight in this marketplace.


                          Furthermore, for the first time, all Canadian market Honda CR-Vs will be built in Canada at the Honda of Canada manufacturing assembly facility in Alliston, Ontario.

                          Starting at $25,990 (all prices plus $1,640 freight) for the base two-wheel drive LX, the price rises to $35,090 for our test vehicle, the top-of-the-line Touring model. It’s a Canada-only specification that adds a bilingual satellite-linked navigation system, roof rails, chrome door handles, auto-dimming rearview mirror and a “Touring” badge to the $33,190 EX-L which is one step down.

                          Compared with the outgoing model, the 2012 CR-V is slightly shorter (about an inch, or 25 millimeters) and its height is reduced by the same amount. Cargo capacity with the rear seats up is increased by 44 litres, however, although total cargo area contracts by 58L. The wheelbase is the same at 2620 mm, and horsepower from the re-engineered 2.4L four-cylinder powerplant is slightly increased (from 180 to 185) with the five-speed automatic transmission remaining.


                          This year’s all-wheel drive, however, is a new “Real Time All Wheel Drive System,” now with Intelligent Control. The previous model’s so-called “slip and grip” AWD is replaced with a system that is integrated into the vehicle’s electronic stability control and electric power steering assist to maximize control and efficiency. The system sends power to all four wheels when starting from standstill, but the power to the rear wheels is effectively disconnected when cruising. Nonetheless, the AWD system is always engaged and ready to react to road conditions as required (the same system is found in the new Acura RDX).

                          Another area of projected improvement is the fuel economy. Even though power is up, fuel consumption is down, and quite significantly so. Official estimates rate the 2011 AWD CR-V at 10.1/7.5 L/100km, city/highway, while the 2012 version is expected to achieve 9.2/6.6 L/100km, representing a reduction of 11 percent combined city/highway driving. Regardless of your actual results on the road (which for most drivers are higher than the estimates), this CR-V should consume less fuel than the previous generation.

                          As you would expect, there are exterior changes, designed to make the CR-V look sleeker and more urbane. The grille is more prominent, the side windows more angular, the rear is perhaps a little bulbous. The black plastic “off-road” rocker panel garnish is now gone, replaced with body-colour paint. I don’t know if it’s necessarily a nicer looking vehicle, but it’s different and does seem more stylish. Another effect of the redesign is that the 2012 Honda CR-V looks bigger than its predecessor, but as noted above, it’s actually not.
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                          • http://www.examiner.com/review/video...ockies?cid=rss

                            Video: the 2012 Honda CR-V is a mensch in the Rockies



                            Mensch (Yiddish: מענטש mentsh, from German: Mensch "human being") means "a person of integrity and honor." - - Wikipedia
                            Honda CR-V (Yiddish: הונדה c r v from Japanese car industrialist Soichiro Honda) means “a well screwed-together car” - - Nathan Adlen

                            Honda has been in a bit of a design funk as of late. Their vehicles are not as exciting as those they replaced and their exterior design is, at best, simple. You won’t see anything splashy or daring on any of their current models; that goes double for the 2012 Honda CR-V.

                            …and that’s just how Honda wants it.

                            Since 2007 the Honda CR-V has been the best selling vehicles in its class and a top seller since its introduction in 1995. This is an important vehicle for Honda and they didn’t want to screw-around with a good thing. What you get in the 2012 Honda CR-V is refinement over the last one and little more.

                            There are a few welcome and, to some, unwelcome changes for 2012. With competition coming from the excellent Mazda CX5, 2013 Ford Escape and zoomy VW Tiguan – change must happen to remain competitive. It’s not that noticeable to the casual observer, but jump into a 2012 model after driving a 2011 and you will notice quite a difference.
                            Advertisement

                            Here are five things you need to know about the 2012 Honda CR-V:

                            It’s stronger: The revised 2.4-liter, four-cylinder engine now puts out 185 horsepower and 163 lbs-feet of torque. Mind you; maximum power doesn’t come until you rev all the way up to 7,000 rpm. Despite the power increase, maximum towing remains a paltry 1,500 lbs. The five-speed automatic remains similar to the outgoing model, but it has been upgraded to work with this revised power-plant. Overall power and performance are adequate, without being exciting. Our high-altitude 0 to 60 mph test took over 14 seconds… which is slow. Still, there is good power for pulling out of turns, merging on on-ramps and fleeing the scene of a Federal crime.

                            It’s more comfortable: Always cognizant of our large American derrieres, Honda has created front seats that would suit the largest of buttocks. Legroom is good and, despite knocking a little off the roof height, there is still enough room for tall folk front and back. The load floor is flat and the load-in height is nearly ideal. Unfortunately, the rear seats no longer recline, but they do fold down from the rear with the simple pull of a handle. The ride is quiet and compliant – much better than the ride of the old model. You get the feeling that this Honda wants to coddle your passengers rather than simply move them. It's quieter on the road too.

                            It’s economical: The base model with front-wheel drive gets 23 city and 31 highway with an impressive 26 combined. The all-wheel drive model gets 22 mpg city, 30 mpg highway and an equally impressive 25 mpg. Those numbers are up there with vehicles with six-speed automatic gear-boxes and more aerodynamic shapes. Honda reduced weight, reduced friction and made some aero changes to keep the CR-V more than competitive.

                            It’s reasonable: Prices start at a very reasonable $22,495. Granted, it’s not as cheap as the base price on many competent contenders, but you still get a vehicle that gives you a solid and proven platform to work with. It simply feels better than the Hyundai Tucson and more utilitarian than the VW Tiguan. Unfortunately, even with our $30,000 + tester, we noticed shortcuts Honda took with the CR-V’s interior. This is where some of the gloss on Honda’s CR-V wears a bit thin. There are way too many cheap plastics up front and the buttons are all unusually sized.

                            It’s still a Honda CR-V – it’s still a mensch: Despite some price cutting and simple upgrades, the 2012 Honda CR-V remains a solid, dedicated family hauler that is just as competent taking a solo driver to work as it is being a family wagon. As a driving man, it didn’t strike my fancy – but as a family man and an admirer of good mechanics… it’s mighty good.
                            Have a look at the video and see what you think!


                            2012 Honda CR-V Off-Road Review & Drive => http://www.youtube.com/watch?feature=player_embedded&v=9b5c--2MyrY


                            ======================

                            http://www.kamloopsthisweek.com/life...160314385.html

                            WHEELS: Good things get better with the 2012 CR-V

                            When the Honda CR-V and Toyota RAV4 hit showroom floors in 1997, the effect on the industry was, if not revolutionary, at least evolutionary.
                            These products largely defined the compact SUV segment, giving consumers a more fuel-efficient, more nimble alternative to the gas-guzzling, full-size sport utilities of the day.
                            Since then, design changes for the most part have been incremental, probably because the typical compact SUV buyer favours the tried-and-true formula: Tall-box trucky styling, all-wheel-drive surefootedness and a large four-cylinder engine for a reasonable compromise between power and fuel economy.
                            Which is what Honda has always delivered with its top-selling CR-V.
                            Sure, it has evolved in terms of styling, with the new-for-2012 model benefiting from deeper sculpting of the body lines and a bolder front fascia.
                            The updated look also features a strong three-bar grille, flanked by wrap-around, projector style headlights, giving it more visual impact than previous models.
                            The rear-sloping roofline is followed by windows that narrow to the rear, all ending at the CR-V’s signature vertical taillights that now have a more three-dimensional look.
                            But, none of this is a dramatic departure from 2010’s mild refresh.
                            Nor is the 2012 CR-V’s size, as there’s only a slight decrease in length, and a drop in height: 26 millimetres on 4WD (four-wheel-drive) and 36 millimetres on FWD (front-wheel-drive) models, all done without a loss in passenger volume.
                            Other evolutionary changes are under the skin, such as an increase in body stiffness and refinements in the suspension.
                            Thanks as well to underbody covers and a rear spoiler, not to mention more noise insulation, and the new CR-V enjoys a passenger cabin that is nearly as quiet as its Acura sibling.
                            And, nearly as posh.
                            My tester, in top-level Touring trim, had comfortable, double-stitched leather seating (10-way power for the driver) with double-stitched armrests, leather-wrapped steering wheel and shifter, loads of soft-touch materials, metallic and chrome accents.
                            Other amenities include dual-zone climate control, large-screen navigation system, seven-speaker 360-watt audio system, moonroof and auto-dimming rearview mirror.
                            But, even the base LX 2WD (MSRP $25,990) and LX 4WD ($28,090) models come extremely well equipped.
                            Their list of standard features is too long to print here, but some of the items include air conditioning, power windows, keyless entry, tilt/telescopic steering with audio and cruise controls, heated front seats, conversation mirror with sunglasses holder, and four-speaker 160-watt AM/FM/CD/MP3/WMA audio system with speed-sensitive volume.
                            All CR-Vs also get a multi-info display with five-inch colour screen and steering-wheel controls.
                            This gives you access to the usual stuff like clock, compass, trip computer, fuel economy and various warnings, as well as audio system, Bluetooth and SMS text messaging.
                            You can customize it with your own wallpaper.
                            Even more unexpected is the standard-equipped rear-view camera that displays either on this monitor or on the larger navigation screen, when available.
                            The driver can select from three settings that include a wide 180-degree view and top-down view.
                            Another thoughtful detail is the expanded-view driver’s-side mirror.
                            Its inner portion uses a flat pane for standard viewing, while the outer portion uses a convex element for a wider field of view.
                            Great for detecting vehicles in what could otherwise be a blind spot.
                            The standard powerplant for all CR-V models is Honda’s proven 2.4-litre, i-VTEC DOHC four-cylinder engine.
                            A few tweaks for 2012 give it five more ponies for a total of 185 horsepower, and two more pound-feet of torque now peaking at 163.
                            A five-speed automatic transmission is standard.
                            Fuel economy is also improved for both front-drive and AWD models — up to 12 per cent better in highway driving.
                            For those models equipped with real time AWD with intelligent control — the new electronically controlled unit with quicker response and less internal friction — consumption has decreased to 9.2/6.6L/100km (city/hwy), an improvement of nearly one litre per 100 clicks.
                            To assist with greener motoring — not one of my stronger points — every CR-V comes with the Eco Assist system.
                            Illuminated arcs on either side of the speedo show if you’re being naughty or nice.
                            Green lights mean you’re driving fuel efficiently; white lights, not so much.
                            There’s also a green “Econ” button just left of the steering wheel.
                            Push it and the drive-by-wire system slows the throttle response and backs off the climate control to conserve fuel.
                            With a curb weight of 1,608 kilograms, as tested, I felt the 2.4-litre engine had to work hard enough without engaging this power-robbing feature.
                            Hence, I kept it turned off most of the time.
                            Indeed, the CR-V is no road rocket and certainly can’t keep up with a V6-powered RAV4 or turbocharged Sportage but, you’re not paying the price either in the showroom or at the pumps.
                            Despite my tendency toward lead-footedness, the CR-V still managed a combined fuel economy of 10.5/L per 100 kilometres during my week of testing.
                            And, its launch and passing power were more than satisfactory for a four-cylinder truck.
                            As with any tall vehicle, there’s some lean in the corners, but the CR-V’s MacPherson strut front and multi-link rear suspension (with front and rear stabilizer bars), kept body roll to a minimum.
                            Performance driving is typically low on the list of must-haves for those considering a compact sport utility — cargo carrying is more relevant.
                            And, here is where the CR-V shines.
                            Not that it has the largest cargo capacity in its class, but that Honda continues to make it easier to use.
                            Case in point is the easy-fold 60/40 split rear seat that employs a couple of release handles in the cargo area, and a strap by each rear door.
                            A single pull on any of these will individually tilt the seat base forward, lower the headrest and drop the seatback forward.
                            It’s a great feature when you’re struggling with boxes and bags, giving you a nearly flat cargo floor and up to 2,007 litres of space in one motion.
                            Lift-in height and the cargo floor itself have also been lowered by 20 millimetres.
                            Indeed, the CR-V is a well-built, thoughtfully designed vehicle, which is probably why it is Honda’s second-best-selling model, behind only the Civic.
                            Sure, there’s much worthy competition in this segment, but here the CR-V still holds a healthy second place.
                            And, with sales up 28 per cent year-to-date, it demonstrates that Honda’s small, measured changes continue to be the right changes for the CR-V.






                            tokyodream
                            Senior Member
                            Last edited by tokyodream; 26-06-12, 07:48.
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                            • http://www.autos.ca/car-test-drives/...CanadianDriver

                              Comparison Test: 2013 Mazda CX-5 vs 2012 Honda CR-V

                              Canadians like compact CUVs; a vehicle type that offers an excellent combination of practicality, fuel efficiency, value, and choice. Consequently, all mainstream manufacturers have competitive models in this popular segment, but with their similar shapes and attributes, consumers could be forgiven for wondering if there’s any real variation between them.

                              Here’s a tale of two compact CUVs that, superficially, may seem very much alike. The 2013 Mazda CX-5 and the 2012 Honda CR-V are both all new this year (in the case of the Mazda, it’s a completely new model; Honda’s is a new generation). They’re both available with front-wheel drive or all-wheel drive, both have four-cylinder engines and automatic transmissions, they’re similarly sized and similarly priced. So what’s the difference?

                              Lots, actually, but not much that necessarily jumps out by looking down the list of available and standard features. No, the differences have more to do with the intangibles; the overall character of the vehicles. Just like people, they have their ways.


                              Recently I spent quite a bit of time in the GT version of the CX-5, and the Touring version of the CR-V. These are the top models available, and are priced accordingly at $32,495 and $35,090 respectively. I hauled people, groceries, some furniture, a set of wheels and tires, wine, woman and song (on the radio…) over a two-week period. It was a real-world experience where the “utility” of these compact Crossover Utility Vehicles was put to the test, along with their drivability and fuel economy.

                              And it wasn’t a planned test… it was coincidental. I just happened to drive these vehicles back-to-back, with places to go and errands to run. Because of that, their similarities and differences became more obvious. And I started thinking,
                              “What’s the essence of the difference between them?”

                              The Mazda builds on its “zoom-zoom” branding by including sporty touches like contrasting red stitching in the black leather seats, an instrument panel reminiscent of the MX-5 sports car, a dual exhaust and large 19-inch alloy wheels. The performance appearance continues most obviously in the exterior design of the CX-5, which features swoopy lines and chiseled edges that suggest speed and vitality. It’s a sharp vehicle that looks like it might take you somewhere cool.

                              The Honda sends a different message. Its single exhaust, soft beige leather seating surfaces (in my test vehicle) and smaller 17-inch alloy wheels are more family oriented; targeted away from the enthusiast buyer. The message is more about practicality and comfort, with the CR-V’s exterior design looking sleek but conservative. The CR-V looks like it’s ready to give you a hand.


                              Standard features are similar. Both the Honda CR-V Touring and the Mazda CX-5 GT are equipped with leather upholstery, all-wheel drive, automatic climate control, premium trim, auto-dimming rear view mirror, remote keyless entry, Bluetooth connectivity, roof rails, alloy wheels, and a full power group.

                              There are differences under the hood, though. The Mazda CX-5 features Mazda’s new “Skyactiv” technology designed to provide a sporty driving experience and excellent fuel economy. The engine, the transmission, and the chassis have each been optimized for good handling and low fuel consumption, and Mazda’s betting much of its future on the viability of this technology as an alterative to developing a hybrid (although a diesel CX-5 is rumoured).

                              The Mazda’s 2.0L, four-cylinder engine makes 155 horsepower and 150 lb-ft of torque, and is mated to a new six-speed automatic transmission. The all-wheel drive CX-5 is estimated to consume 8.0/6.4 L/100km, city/highway, which is indeed excellent for a vehicle of this type.

                              The Honda uses an updated version of its 2.4L four-cylinder engine that makes 185 hp and 163 lb-ft torque. It’s mated to a five-speed automatic transmission and has an official fuel consumption rating of 9.2/6.6 L/100km, city/highway. These also are very competitive numbers.

                              But herein lies the irony. The sporty “zoom-zoom” Mazda CX-5—big wheels, contrasting red stitching, dual exhaust, swoopy lines and all—is not very engaging to drive. Oh, it corners very well, but its throttle response sometimes is virtually non-existent, with a transmission that insists on finding a higher, more fuel-efficient gear at every opportunity. It sometimes feels as if the engine has died underfoot, unless you really step on the accelerator and force it into a lower (sometimes much lower) gear. Occasionally it’s annoying, like riding a horse that just won’t “gee-up.”

                              The Honda CR-V, in contrast, has a lovely, smooth, responsive engine (unless you’re accelerating hard, when it’s not so quiet). In normal driving, though, the gears change crisply and imperceptibly, enabling the CR-V to deliver the power you want when you want it. Don’t get me wrong… this is no hot-rod, but it is willing, and feels it. And it handles, too; agile and maneuverable both on the highway and in the tight confines of a city parking lot. At 1,608 kilograms (versus the Mazda’s 1,554 kg) the Honda is heavier, but doesn’t feel it.


                              As far as fuel economy goes, let’s face it, the Honda’s 9.2/6.6 L/100 km, city/highway is not much of a penalty against the Mazda’s 8.0/6.4 L/100km. Personally, I’d take the extra power and throttle responsiveness and live with the marginal reduction in fuel economy. In addition, the Honda features an Eco mode that optimizes fuel economy by dialing back the throttle response and climate control, so you can “hypermile” if you want.

                              In addition to “drivability,” there are some equipment differences that may sway a buyer this way or that. The Mazda arrives with its standard Blind Spot Information System (BLIS), which, blind spot detractors notwithstanding, is a worthwhile safety technology. It also has a rear-view camera and proximity sensor, although the display for the camera is on the small side.

                              I liked the standard Mazda’s rain-sensing windshield wipers as well, along with the remote operation for the rear seats (which drop at the pull of a lever in the rear cargo area).

                              As an alternative to the Mazda’s superior BLIS system, Honda supplies what it calls an Expanded View Driver’s Mirror (although there’s no similar mirror on the passenger side). My driving companion found the mirror disorienting.

                              But like the Mazda, the Honda supplies a standard rearview camera, although the display is larger than that found in the CX-5. And navigation and satellite radio are included in the CR-V’s Touring package, while those are a $1,395 option in the CX-5 GT (taking it to $33,890 compared with the Honda’s $35,090).

                              Honda also supplies remote controls for the rear seats, but with more engineering designed into their operation. Neither offers the trick auto-opening power rear door available on the upcoming 2013 Ford Escape, which is sure to be popular.

                              Inside, the Honda offers 2,007 L of cargo space (rear seats down), compared with the Mazda’s 1,852 L. The Mazda boasts an extra 25 mm of rear legroom, however, likely a function of its longer wheelbase (2,700 mm vs 2,620 mm).

                              All in all, I liked the Mazda’s looks—especially from the side and rear—along with the sporty interior and exterior touches and its BLIS system. And what can I say…? I like the big sporty wheels as well. But the drivetrain was something of a letdown. In contrast, the Honda impressed with its peppy engine and comfortable interior. I also liked its big information display and standard navigation system. But I found its appearance to be somewhat lacklustre—practical, but not as engaging as the Mazda. CR-V actually stands for Comfortable Runabout Vehicle, which kind of says it all.

                              What I’d like is the Mazda CX-5 with the Honda drivetrain!

                              But to answer the question posed at the beginning of this article, the essential difference is clearly that the Mazda emphasizes the “sport” in sport utility vehicle, and the Honda emphasizes “utility.” It seems totally clear when you drive them back-to-back. The irony is that the Honda, in my opinion, has the sportier performance.

                              Decisions, decisions…
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                              • http://www.caradvice.com.au/179306/h...pest-one-ever/

                                Honda CR-V: new SUV to be cheaper than ever

                                The all-new fourth-generation Honda CR-V will be cheaper than any version of the compact SUV to come before it when it launches in Australia in November.

                                Honda Australia director Stephen Collins told CarAdvice the addition of an entry-level front-wheel-drive variant – a first for the local range – would almost certainly see the CR-V’s starting price fall to its lowest level in history.

                                “We still need to finalise it, but certainly you don’t need to be Einstein to work out two-wheel-drive has got to be cheaper than a four-wheel-drive,” Collins said.

                                Like the two generations before it, the outgoing third-generation CR-V is available only with four-wheel-drive, and starts at $28,090 for the base model manual.

                                With the exception of the Subaru Forester, all of the top selling mid-sized SUVs in Australia are available with a front-wheel-drive option, with the entry-level variants of the Holden Captiva 5, Kia Sportage and the Mazda CX-5 all available for under $28,000.

                                “For us, that will be the first time with two-wheel-drive and I think consumers are really demanding that sort of variant now,” Collins said.

                                “We’re confident two-wheel-drive and the four-wheel-drive will be well priced and competitive and really enable us to get CR-V back amongst the top sellers in that segment.”

                                Sales of the CR-V have all but dried up in 2012 in the wake of last year’s Thailand floods and in the lead up to the launch of the new model. Just 498 were sold in the first five months of this year, down from 2207 over the same period in 2011, leaving the CR-V with just a 1.3 per cent share of the medium SUV segment. Honda Australia sold 5748 CR-Vs in 2011, giving it a 6.9 per cent market share.

                                The Nissan X-Trail is currently the most popular mid-sized SUV in Australia, with 6641 sales to May giving it a 17.3 per cent share of the market. The Toyota RAV4 (5887, 15.4 per cent), Subaru Forester (4983, 13.0 per cent) and the Mazda CX-5 (4602, 12.0 per cent) follow close behind.

                                The new US-market CR-V made its debut at the 2011 Los Angeles motor show in November and went on sale the following month. Australia’s CR-V will be based on the Euro-spec model, which gets slightly softened, more refined styling and is set to go on sale in Europe in the coming months.

                                A near-production-ready prototype was showcased at the 2012 Geneva motor show in March.

                                Final specifications are still to be revealed, although the US-spec CR-V is powered by an upgraded version of the outgoing model’s 2.4-litre petrol engine producing 138kW of power and 221Nm of torque – up 13kW/3Nm from the old model.

                                Fuel economy of the new US-spec model improved around 10 per cent compared with the old model. A similar improvement in Australia would see the all-wheel-drive model fall to around 9.0 litres per 100km, with the lighter front-wheel-drive variants to be even more efficient.

                                Collins also confirmed Australia’s CR-V range would definitely include a diesel engine, and while a 2013 launch appears likely, the timing is still to be finalised.

                                “We will have diesel in CR-V, it’s just a question of when we can nail it down,” he said. “It certainly won’t be this year.”

                                Details of the Mk4 CR-V’s diesel engine have not been revealed at this stage. The current 2.2-litre diesel available in Europe and parts of Asia produces 110kW of power and 350Nm of torque, and uses 6.5L/100km in four-wheel-drive manual guise (7.4L/100km for the automatic).

                                The fourth-generation Honda CR-V is set to benefit from number of new features including a large multi-function display screen, integrated Bluetooth phone connectivity and a rear-view camera, among others.

                                The full local specifications will be revealed closer to its November launch.
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