Honda CR-V (1997-2001)

The first CR-V was little more than a high-riding Honda Civic wagon with a token all-wheel drive system to generate a bonus reduction in import duty under Australian import rules that favour four wheel drives. As the first examples flood the used market, it still has a place as a cheap and versatile city runabout....

HISTORY
The Honda Civic wagon was one of Australia's first small passenger car based wagons with all wheel drive. Because it was perceived as a small and overpriced Japanese wagon, sales struggled. The CR-V neatly addressed these shortfalls by repackaging them.

Honda followed the lead of Subaru and Toyota by presenting the CR-V variation of the Civic wagon with raised ride height and truncated front and rear overhangs to meet the rampover clearance, approach and departure angle requirements of a genuine four wheel drive. By installing token drive to the rear wheels, Honda could then import the CR-V as a four wheel drive and save a bundle on import duty for a launch price only $5000 more than the Civic wagon of 10 years earlier.

Although this was all above board, it is crucial background to understanding what the first CR-V can and cannot do. The CR-V is one of the few cars on sale where the front spoiler finishes above the low hanging structure behind it. Although the chopped front spoiler allows the CR-V to meet approach angle requirements, it provides a misleading impression of clearance.

Because an underfloor spare wheel location and extended rear bumpers would interfere with 4wd departure angle requirements, the spare wheel is hung off the tailgate with no bumper to protect it. It not only obscures the rear view but a parking mistake will cause the spare wheel to punch into the tailgate with the possibility of expensive structural damage. The CR-V's ride height is also boosted to achieve the required rampover clearance but this compromises handling. Important front and rear componentry still hangs low especially rear suspension arms.

The all wheel drive system like many of its rivals is the most disappointing feature. Overseas versions of the CR-V do without it. Because it is permanently engaged, it qualifies as a full-time 4wd and Honda even calls it "Real Time." Yet the CR-V is anything but a full-time 4wd when it spends most of its time in front drive and will only switch to all wheel drive after the front wheels lose traction. The front wheels need to skid for up to a full revolution before the 4wd clutch pack sends drive to the rear wheels, so it kicks in too late to make a difference on a wet or loose surface at road speeds. Because there is no overriding lock-up feature for the clutch pack like the latest Escape/Tribute, the CR-V can understeer off the road just like any other front drive wagon in slippery conditions.

A quick look underneath will reveal that the rear structure and tiny diff are simply not intended for ongoing slogging in four wheel drive conditions. Think of it as a safety net to get you off wet grass or out of a sandy parking spot and you won't be disappointed.
The other compromise dictated by the CR-V's small car Civic origins is the engine. The CR-V at 1420 kg is pretty hefty for a narrow wagon with such a short load area, a legacy of the extra weight of the 4wd system. Honda had to fit a 2.0-litre engine in a space designed for a 1.6. Honda cast all cylinder liners in one-piece then cast the alloy block around them so it would fit.

Although the initial power output of 94 kW was barely adequate as an auto and must be worked hard, it still feels like too much engine for the chassis. The engine is much noisier and more intrusive than expected possibly because it is not surrounded by as much metal as a normal 2.0-litre engine. A later power increase made it less intrusive only because it no longer had to be worked as hard.

Despite these shortcomings, the CR-V enjoyed considerable success from launch. Owners most happy with the CR-V were older women drivers who traded an early Prelude or Civic and loved the higher driving position, extra front vision, load carrying flexibility, extra ground clearance and the usual Honda reliability and quality finish. Buyers expecting a rough road family carry-all were more likely to encounter the limitations.

Honda responded with a new CR-V at the end of 2001. It was purpose designed as a proper SUV with a 50% boost in torsional rigidity and 30% boost in bending rigidity, another way of saying the first series was weaker by the same amounts. This also impacts on crash safety. In terms of refinement, power and cabin space, they are chalk and cheese which is reflected in the far lower used prices of the first CR-V than their similarities in styling and specifications would suggest.

MODEL TIMELINE