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NEWS
Honda's new CR-V misses the mark?
Technology and equipment shortcomings could count against Honda's new soft-roaderHonda has taken the unusual step of benchmarking its latest model CR-V against the superseded model, with little recourse to ideas from the broader SUV market.
Speaking to Australian motoring journalists at the launch of the fourth-generation CR-V in South Australia yesterday, Honda’s large project R&D engineer Ryouji Nakagawa admitted the new model was measured only against its predecessor.
“Only the CR-V can top the CR-V,” explained Nakagawa-san. “The developmental benchmark was to make it better than it was in the past.”
Honda's inward-looking approach to the development of the new CR-V may leave it vulnerable against rivals that have profited from cross-pollination by ideas seen elsewhere in the SUV market. On the face of it, what's more, the new CR-V seems to have missed out on certain important features in its Australian product specification.
Locally, the new model omits Honda’s efficient, all-aluminium 2.2-litre i-DTEC turbo-diesel engine. We also miss out of a swathe of electronic driver aids, like lane keeping assist, active cruise control, trailer stability assist, collision mitigation braking system, and the all-new faster-acting all-electric all-wheel drive.
The Australian-spec CR-V will continue to use the hydraulic-actuated all-wheel drive system offered on the third-generation model. It will also omit the all-wheel drive lock mode offered in more than 50 per cent of its direct competitors.
“It’s not just that this model doesn’t have (lock mode), no CR-V has it,” stressed Nakagawa-san. “The whole premise behind the vehicle is not for people to drive on severely rough roads, we want the users to use it in as wide [a variety] of situations as possible, and to use it safely and with great security on, say, rainy days. We do not think lock mode is within that scope or within the premise on which this car is based.”
“When we look at the way our customers use the vehicle and the frequency with which lock mode would be used, we believe it is very small,” added Nakagawa-san.
Equipment levels also see the CR-V miss out on lighter touches such as LED daytime running lamps, an electric tailgate and active cornering headlamps. Fuel-saving idle stop-start is also omitted from Australian-spec vehicles. With many of these features offered in same-sector competitors, including Mazda CX-5 and Volkswagen Tiguan, it could be said Honda’s latest CR-V is outpaced before the game begins. Honda Australia director Stephen Collins says customers here simply don’t want to pay for the level of technology available.
“Idle stop [-start] is available in some other markets, but for us it’s a cost/benefit scenario,” explained Mr Collins. “Our goal was really to make CR-V absolutely great value for money, and we believe it’s really well spec’ed and it really suits what our customers want.”
Compared to the pricing of Mazda’s CX-5, the new CR-V is quite similar. CR-V boasts only modest improvements in fuel consumption and CO2 emissions, both of which fail to match those of the CX-5. Nakagawa-san admitted the steps taken were modest, but indicated the problem ran deeper than one model alone.
“The engine and transmission have not, essentially, changed. But, we have applied very fine tuning and refinements and what you have is the cumulative effect of those refinements. Obviously, all of our opponents are evolving as well, and that is something we will need to take on board and consider for the next model,” said Nakagawa-san.
Again prompted with the value position of CR-V against its competitors, the R&D leader was more candid, alluding to possible financial constraints in model development.
“That subject goes beyond the CR-V. That’s a whole Honda issue,” Nakagawa-san admitted.
The Honda spokesperson also said a hybrid version was off the menu, again citing user preferences and cost issues as its rationale.
“[The CR-V will not be offered with a hybrid variant] at the present time,” said Nakagawa-san. “The current CR-V focuses on the value-for-money package, and usability. We’ve concentrated on that and we didn’t think hybrid fit that theme. We’re not considering it in the immediate future.”
But there is some brighter news at the end of the tunnel. Honda has promised that a diesel-powered CR-V is on the way, bringing with it more competitive fuel consumption and CO2 figures. From the second-half of next year (2013), the CR-V will be available with Honda’s 2.2-litre i-DTEC turbo-diesel engine. The all-aluminium unit generates 110kW/350 while consuming as little as 5.8L/100km on the combined cycle. CO2 emissions are listed at 153g/km.
“[The diesel] will come with an automatic transmission and yes, it will be the 2.2-litre engine,” surmised Mr Collins. “We’re trying to get it as soon as possible but it will be in the second-half of next year.”
Honda says it hopes to sell 50,000 units of the new CR-V for the full calendar year 2013.
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Written byMatt Brogan
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