On the test, we have a Honda CR – V crossover with a hybrid power plant. And to understand what kind of car it is, its comparison with the hybrid Toyota RAV4 will help us. Because if you intend to buy a crossover with such a power plant, then you probably compared these “Japanese”. On the other hand, the features of hybrid systems are so different that at first it was difficult for me to believe how this is even possible. But this should make the comparison even more interesting.
Honda CR-V Hybrid вид спереди
And immediately I want to close the issue with the appearance of these crossovers, saying simply that none of them impresses me with their design. But this criterion is really “for an Amateur”, so let everyone draw their own conclusions.
Toyota RAV4 Hybrid-the car is not new. The main thing is that it is in steady demand, and the hybrid system has been well tested for a long time. Exactly the same technology is installed on the Prius proven over the years. The only difference is that the “heart” of the RAV4 model is the 2.5 l atmospheric engine (a25a-FXS) of the Dynamic Force series, which is supplemented by a 3NM electric motor. The moment is transmitted to the front axle via a ecvt transmission, which is based on a planetary transmission
Honda CR-V Hybrid side view
But the Honda CR-V uses a completely different technology. In fact, it has more in common with such an exotic sports sedan as the Fisker Karma than with the Toyota RAV4. Yes, Honda also uses an atmospheric internal combustion engine, which (like Toyota) runs on the Atkinson cycle. But the internal combustion engine here serves exclusively for charging the battery that powers the electric motor. That is, the gasoline engine has no direct connection to the wheels. And this creates a rather strange feeling: you move as if on an electric car, but sometimes somewhere in front you hear the roar of the engine. Although in truth, it’s more of a rumble than a growl.
To be more detailed, in the Honda CR-V, not only is there no direct connection between the gasoline engine and the wheels, but this connection simply has nothing to transmit. After all, in fact, the hybrid Honda is devoid of a gearbox. Don’t be surprised, but there really is no “automatic”, “robot”, variator or anything else.
Honda CR-V Hybrid rear view
In the hybrid CR-V, the engine is directly combined with the generator. It turns out that when the engine is running and the shaft rotates, the battery is charged. If the internal combustion engine does not work, then the generator does not charge the battery. The electric motor is powered by a battery. In this case, the electric motor is located on the same axis as the generator. A clutch is placed between them, and as soon as the crossover reaches a speed of 80 km / h, it closes, that is, the car moves through a direct connection between the engine and the wheels. My experience has shown that this process can occur earlier – within 75 km/h. When the speed reaches about 120 km / h (although in fact this “threshold” also depends on the load), the hybrid CR-V switches to electric vehicle mode with a current generator in the form of an internal combustion engine.
Honda calls this technology i-mmd (intelligent Multi-Mode Drive The principle of operation of the engine and electric motor described above is relevant for the front-wheel drive version of the Honda CR-V Hybrid (and the test car is exactly that). But you can also get an all-wheel drive version. All-wheel drive is implemented not by adding another electric motor on the rear axle (as in the RAV4), but by using a driveshaft.
Honda CR-V Hybrid headlights and bumper
As a result, it turns out that the higher the speed and more intense acceleration, the higher the engine speed. And it turns out that the faster the engine “turns”, the more intensively the generator works, more actively replenishing the battery charge. And it already transmits the corresponding charge to the electric motor, so that it provides the car with high speed. It would seem that the circle has closed. But I still have a few questions about this system.
Motor and dynamics
First, what is the maximum speed that this power plant can provide?
After pressing the accelerator pedal “to the floor”, the engine speed rises, while the interior begins to penetrate the noise from the engine. In addition, at speeds over 130 km/h, there is quite a lot of noise in the cabin (but this level is not critical). After 150 km/h, the crossover continues to pick up speed quite confidently. The maximum speed that was achieved was 189 km / h (according to the speedometer). It is worth noting that even in these conditions, the car behaves stably on a straight line, and the steering wheel settings allow you to adjust without problems. And in General, the driving qualities of the Honda CR-V can be set as an example to many classmates.
With the speed figured out, go ahead. The fact is that the efficiency of an internal combustion engine (with a generator) is lower than that of an electric motor. And it turns out that the internal combustion engine must be at least more powerful in order to fully realize the potential of the electric motor. In our case, this is not the case.
Honda CR-V Hybrid engine
Under the hood of the CR-V hybrid is a 2.0-liter naturally aspirated gasoline engine with a recoil of 145 HP and 175 Nm. Similar indicators of the electric motor – 184 HP and 315 Nm. If we draw conclusions solely from these characteristics, it turns out that the gasoline engine is not able to fully ensure the operation of the electric motor.
But Honda engineers have always had incredible technical skills. After all, even 30 years ago, they could “shoot” under 100 HP from one liter of the working volume of an atmospheric (!) engine.and now the solution to this engineering “rebus” has also been found: use the battery as a “buffer”, which, if necessary, will give out more than the internal combustion engine can provide. But-in theory-the battery will not be able to constantly compensate for the lack of engine power. This is the assumption I took as a basis, and to test it, I decided to use the entire battery life with multiple measurements of acceleration to 100 km/h.
Honda CR-V Hybrid automatic transmission shift buttons
First, it should be noted that I was struck by the result of overclocking to “hundreds”. At passport 8.8 s, the test crossover exchanges 100 km / h in 8.1 s (and this is on average, there were faster races).
Efficiency and cost-effectiveness
But even during intensive overclocking, I was not able to completely discharge the battery to see what dynamics can be provided exclusively by the internal combustion engine. The system does not allow you to leave the battery completely discharged, so you can always count on its “help” (the schematic scale on the dashboard shows at least 20 % of the remaining charge).
Honda CR-V Hybrid dashboard
And even if you assume that you will drive headlong, it is unlikely that you will be able to empty the battery, even at maximum speed. On the other hand, even when driving in traffic jams and toffees, you will always have a sufficient battery charge. In normal mode, as soon as you enter a traffic jam, you have at least 60% left, and this is enough for about 1.5 km of road in fully electric mode. The record indicator (during my test) was a 2.8 km segment on pure electricity. At the same time, the manufacturer’s declared margin is 2 km.
Fuel consumption in the city has never exceeded 6 l/100 km. Measurements showed both 5.2 l and 5.4 l, but not 6. and while driving on the highway at a speed of 110-120 km/h, the hybrid CR-V showed a result of 6.2 l/100 km.
Honda CR-V Hybrid acceleration to 100
Is it less than the hybrid RAV4 consumes? To make the comparison objective, we drove these two cars on the same route at the same time (that is, the hybrids went one after the other). Half of the entire segment (almost 12 km) went first CR-V, half-RAV4, and the route itself covered both toffee and free city streets. As a result, the Toyota crossover showed a consumption of 7.2 l/100 km, but the Honda for the same route managed to meet 6.4 l.
Interior and trunk
But as for the salon, it is very difficult to find an obvious winner (as in the previous competition).
Honda CR-V Hybrid interior
The build quality of Honda is at a good level, and its overall design suits me quite well. By the way, in terms of design, the hybrid version almost does not differ from the internal combustion Engine, the difference is only in the absence of the transmission lever.
The seats, despite the rather flat shape and not that the optimal angle of the blockage, turned out to be quite comfortable. Pleases and the upper – very soft-layer of stuffing, located just under the skin. Thanks to this softness, the CR-V seats resemble home chairs. You could say that wooden inserts also add comfort, but this is not so because of the completely inappropriate pattern.
Honda CR-V Hybrid seats
The multimedia system looks as if it is older than the CR-V model itself. Although its functionality is quite broad (there is even navigation), the system itself is slow. But it doesn’t make much sense to complain about the flaws of the “multimedia”, because with the help of Apple CarPlay and Android Auto, you can connect a smartphone to it.
The Honda CR-V audio system seems to me the best in this class. It can be called basic only conditionally (although from the formal point of view of complete sets in our market this is true). There are ten speakers: a subwoofer, a Central channel, a midbass and a tweeter in each door. As a result, I put a confident 7.5/10 for the sound quality of this audio system.
Honda CR-V Hybrid multimedia system
I’ll note another funny detail. Making a foot pad in the front of the Central tunnel is a good practice. Honda has implemented this, but the driver’s side cushion is soft, and the front passenger’s side is hard. I wonder how much the company managed to save on such a solution? I’m sure it wasn’t worth it.
The back row in the CR-V is incredibly spacious. I (with a height of 2 m) without any problems managed to sit comfortably “by myself”, and the angle of the backrest is adjustable. At the disposal of rear passengers – an armrest with Cup holders, air deflectors, two USB-charging 2.5 A each (and in the front armrest there are two more, but with a lower current). Be sure to note that the rear doors open at an angle of almost 90 degrees. Not every car can boast of such an opportunity.
Honda CR-V Hybrid rear row seats
The trunk of the hybrid Honda CR-V has a volume of 500 liters (in the mono-fuel version-60 liters more). The electric cover drive is only available in the maximum configuration. The compartment itself is well sheathed, including its sidewalls, high-quality material. The trunk is highlighted on both sides, and the subwoofer is located on the right. By pulling the handles, you can fold the backs of the back row directly from the trunk. This creates an absolutely flat area level with the trunk floor (due to the automatic lowering of the rear row seats when folding the backs). The only drawback, as for me, is the lack of a spare tire (or at least dokatki), because all you can find under the floor is a small organizer with a repair kit. This is because a lithium-ion battery is placed in the potential place of the spare tire.
Honda CR-V Hybrid trunk
To be fair, it should be noted that the interior of the Toyota RAV4 is also very well done. However, there is a little less space in the back of the Toyota. But people of average (or even slightly above average) height will not feel this at all. Finishing materials differ significantly, but both cars are at a decent level.
Separately, I will focus on the level of sound insulation, which really manifests itself only while driving. I note that Honda has changed itself to some extent, because at speeds up to 100 km / h in the cabin is really very quiet. At the same time, let me remind you that here the engine is not mechanically connected to the box (which, in fact, is not here). Fewer moving mechanical parts means fewer vibrations, which multiply the disadvantages of sound insulation. So the vibrations in this crossover worked much better than, for example, with aerodynamics. At speeds under 120 km/h, the noise in the car becomes too Intrusive.
Honda CR-V Hybrid behavior in the city
The brake pedal in this car is electronic, and you need to get used to it (however, as in any other hybrid). But the crossover brakes quite effectively. At a speed of 100 km / h, we were able to stop in 38.9 m, which was not a record, but still within the acceptable limits.
Comparing the driving experience of the Honda CR-V and Toyota RAV4, it is worth noting a few differences (although the overall impression of them is similar). The fit in the Honda is higher, and you get the impression that you are driving a slightly larger car. The steering on the Honda crossover is set up better. It even feels the notorious “Honda” settings. Although the steering wheel is not as sharp as, for example, the Seat Tarraco, but at the same time it creates a direct connection with the crossover. And the main thing is that at maximum speed the car does not need to be “caught”. The same can’t be said for RAV4. My words are confirmed by the notorious results of the moose test (that is, the prefix at high speed), which Toyota failed, but Honda passed without problems.
Honda CR-V Hybrid on the road
In terms of comfort, the Honda suspension is good. Speed bumps this crossover passes without any questions. The RAV4 suspension also works out bumps at a decent level, but it does it louder than the Honda. The CR-V’s roll level is lower than that of Toyota, and I would call the CR-V’s chassis more resilient compared to the RAV4, in which comfort “won out” over handling. At Honda, it feels like the engineers were trying to maintain a certain balance.
Undoubtedly, the Honda CR-V Hybrid is a good car. It is technological, economical and efficient. Probably the most efficient hybrid in this class on our market. It even questions the feasibility of plug-in hybrids if your mileage exceeds 100 km per trip.
The main negative feature of the CR-V Hybrid is its price. Because the most expensive versions of the RAV4 hybrid cost about the same as the “basic” versions of the Honda hybrid. And if the “entrance” price for the RAV4 is about 33.5 thousand dollars, then for Honda – 43 thousand.
Honda CR-V Hybrid in traffic
On the other hand, the “basic” version of the CR-V with a hybrid powertrain in our market is the Executive. This means that there is a leather interior, active cruise control, lane keeping and blind spot monitoring systems, as well as an automatic stop system (when driving both forward and reverse). Don’t forget about a really good audio system and Apple CarPlay/Android Auto. If this is not enough, the Prestige package is also available, with cars equipped with a panoramic roof, heated rear seats, wireless charging for a smartphone and electric front seats.
Of course, some of the equipment elements I mentioned are also available in RAV4. But not all of them. Therefore, from the point of view of complete sets, cars need to be compared face to face.
Honda CR-V in Ukraine has always been an expensive crossover. This is a large comfortable car. And rumors about the notorious Japanese reliability around the CR-V hovers no less than around Toyota. And Yes, these cars are really very similar. Many will even ask why then pay more. The question is quite fair, and I understand the people who will feel this way about choosing between these cars. Although I understand what it is worth to overpay for, choosing CR-V for myself.