Honda CRV (2013)

11 Мар 2014 | Author: | Комментарии к записи Honda CRV (2013) отключены
Honda CR-V Hybrid

Honda CR-V

Originally at the 1995 Tokyo Motor the Honda CR-V was one of the first of the generation of ‘soft roaders’. It a benchmark for this fast segment with its practical and excellent utility. The CR-V was primarily for on-road use, but SUV styling and the quality customers from a Honda product. began in Europe in 1997 and the quickly became a firm with buyers.

Production of specification CR-Vs started at plant in Swindon, United in 2000.

Launched in late the second generation CR-V many cues from the retaining all of its best features the rugged 4×4 styling and the demand’ Real Time Pump 4WD system. It offered performance and economy, achieved the introduction of Honda’s 2.0-litre petrol engine, while the new structure delivered increased space.

A further sales came in 2005 with the of Honda’s much acclaimed diesel engine. Perfectly the petrol engine, the high high torque engine enhanced the CR-V’s all-round

In 2007, the introduction of the third-generation marked the first CR-V to a vertically opening tailgate, a made possible by removing the wheel from the back Lower in height, shorter in and wider than its predecessors, it improved on-road dynamics. A facelift in 2009 introduced the new i-DTEC diesel engine and saw a engine combined with an transmission for the first time in the

2013 Honda CR-V

five million CR-Vs been sold across the since its introduction in 1995 and the fourth generation builds on the of its predecessors with even quality, practicality and refinement. The that helped define the sector has been comprehensively for the European market.

For the first in Europe, the new CR-V will be with a choice of both and four-wheel drive, while to both the petrol and diesel have resulted in a significant in CO2 emissions.

Sales of the new Honda will begin in Europe in 2012 and, as with generations will continue to be at Honda’s production facility in United Kingdom.

Ryouji the Large Project Leader for the CR-V commented: The first set out to combine the best elements of a car and an For the new CR-V, we have now achieved a centred balance between the of a car and the functionality and security of an SUV. In so, we have created a model is efficient, versatile and capable.


The pursuit of the perfect between a car and an SUV influenced every of the development process, including the styling.

Exterior Designer Konaka explains: The Honda has always been a car for every It can be both casual and formal, but the must always convey and reliability.

The length and height of the car been reduced by 5 mm and 30 mm respectively with the current model, reducing the interior space.

is only one example of the new CR-V’s efficiency, says Konaka. is a functional, efficient and confident car and tried to express that in the

While the fourth generation is instantly recognisable as a member of the family, it still manages to its own identity. The new model takes on a aggressive and aerodynamic stance deeper sculpting of the bodylines and a nose section. The front smooth, flowing lines are by a horizontal three-bar grille and headlights. The lower front is designed to convey SUV capability a generous approach angle. The vertical rear brake which have featured on generation of Honda CR-V, but the fourth generation introduces a three-dimensional style.

The CR-V’s wheels and bold wheelarches emphasise its dynamic presence and

The CR-V has been designed as a car but the European model features a of exterior refinements developed for this market. A revised bumper emphasises its dynamic while front LED daytime lights and rear LED lights are stylish additions.

The position of the has been brought forward by 60 mm from bottom of the windscreen) to the overall length of the car. As a the size of the engine compartment has reduced.

At Honda, every leader pursues our man-maximum, philosophy, says Nakagawa. It is our goal to reduce the size of the parts in order to provide space for the occupants. It is a big challenge for our and production teams, but one that we take on.

The repositioning of the windscreen and the new design have provided a benefit: the area of the nose of the car cannot be seen from the seat has been reduced to visibility and make the CR-V to manoeuvre.

A 10 mm increase in both the wheel and seat height has also ensured that a range of drivers can achieve an driving position.

The synergy form and function has played a role in the development of every of the Honda CR-V and this model is no exception. The expansive area of the windows reveals the of the cabin.

Konaka says, I am particularly of the rear window design. We to extend it to the edge of the vehicle to the sleek proportions, and this had the advantage of increasing the boot

With the rear seats flat, the boot capacity of the has grown by 147 litres to 1648 If the space-saver spare wheel is the volume increases to 1669 with the seats folded up, or 589 with the seats in place. The length has been increased by 140 mm to mm, while the height of the load lip has reduced by 25 mm to make it easier to heavy or awkward items.

The of the CR-V can now accommodate two mountain or four sets of golf

A keyless entry system and tailgate (unique to the European CR-V) provide enhanced


The interior design for the new Honda CR-V continues the machine-minimum philosophy. The first that we wanted to achieve the interior design was a feeling of says the Interior Designer, Ishibashi. I wanted to communicate the you get when you stand on top of a mountain, down on the valley and seeing a of the landscape.

It’s a feeling of space and timelessness.

The influence of thinking can be seen in the fascia There are a number of horizontal which help emphasise the of space, says Nakagawa. We this ‘lean-layered’ design. By the major functions in a series of you create an ergonomically-efficient environment is very intuitive.

The major have been further according to their function, a ‘driver interface zone’ the steering wheel and an ‘information zone’ in the centre of the cabin.

The used within the new CR-V been carefully chosen for the market. The high quality on the top of the fascia was inspired by the marble-like you find on Japanese Kobe says Ishibashi. On the decorative that flows across the we used a special film creates a 3D effect.

I am really of our attention to detail in every of this vehicle.

Care has been taken to achieve a reduction in the engine and road entering the cabin. Sound material has been applied to the below the passenger compartment, sound absorption material has fitted to the rear door, wheelarches, door frames, bulkhead and bonnet. The doors now feature a double seal.

The net is a 3dB reduction in cabin noise to the current CR-V.

This quality ambience is further by an impressive range of equipment. In the attention focuses on the 5in intelligent Display (i-MID), which the audio, telephone and navigation (where fitted). Also as standard are Honda’s acclaimed mode which helps to fuel consumption and Eco Assist which advises drivers on how driving style is impacting on economy (see Efficiency).

In to emphasise the feeling of space the door casings have sculpted to create a concave This has also allowed the of the front seats to be moved to the sides of the car, making it to step in and out. As a consequence, space has been liberated the seats for a centre console houses three cupholders, a compartment, an armrest and air vents for the seats.

The hip point of the rear seats has been lowered by 38 mm to the current model, resulting in a comfortable seating position and headroom. A change in the design of the seats has also allowed engineers to introduce easy 60/40 Split Rear which can be folded flat in one At the pull of a handle, the CR-V can be from a five-seater passenger car a versatile load-lugger.

This is a of which I am particularly proud, Ishibashi. It will make a big to how our customers use their CR-V.

The has always been one of the most SUVs on the market and Honda’s have worked tirelessly to every aspect of the fourth model. Improved aerodynamics and electronics combine to achieve reductions in fuel consumption and emissions.

As with so many of the new CR-V, form and function go in hand in the aerodynamics of the car. The of a flat under floor and wheelarches have smoothed the air under the car, while a roof combined with optimised front bumper and spoiler help to manage the over the body. The result is a in the drag coefficient of 6.5% with the current CR-V performance, fuel economy and exhaust emissions.

Under the of the Honda CR-V, customers find either a 2.0-litre petrol engine or a 2.2-litre diesel engine.

Both are of the engines found in the third CR-V but both have comprehensively redesigned with a on reducing CO2 emissions. We have a key emphasis on applying new technologies to the friction in the engines and improve efficiency, explains Nakagawa. technology has also been on all models fitted with the manual gearbox.

Improvements in fuel economy and a of CO2 emissions in the new CR-V have achieved without compromising pleasure.


The power and torque outputs of the engine remain at 150PS and 350 Nm but the CO2 emissions have fallen 171 g/km to 149 g/km (12%) for the version, and from 195 g/km to 174 for models equipped with the automatic transmission.

The i-DTEC is all-aluminium, transversely mounted, 4-cylinders, DOHC, four per cylinder, a variable nozzle piezoelectric injection and a second balancer shaft. A continuously swirl control valve, in the intake manifold, provides control of the swirl ratio, to the ideal combustion environment the cylinders at all times. This to reduce noise levels ( reduced knocking) and produce performance.

A standard particulate (DPF) and Exhaust Gas Recirculation contribute to a reduction in NOx levels and improvements in efficiency.


The power output of the i-VTEC engine has risen 150PS to 155PS. Despite increase in performance, CO2 emissions fallen from 192 g/km to 173 for the manual version, and from 195 to 175 g/km for the automatic.

Customers for the two-wheel drive version available with a petrol will see a further reduction in to 168 g/km. The introduction of a front-wheel CR-V responds to changing conditions. Across Europe, drive models now account for 51% of the compact-SUV market according to a conducted in 2011.

The Honda petrol engine uses long-established VTEC system, is able to adjust the lift and duration of the valves. The system is by Variable Timing Control which monitors the engine and controls the phasing of the inlet These work together to a remarkably broad and smooth band.

Based on input a position sensor located at the end of the inlet camshaft, the engine’s ECU the inlet camshaft position to that of the exhaust camshaft. In way it can advance and retard the opening of the valves.

During acceleration, VTC is set at a small degree of valve to provide the optimal output, the opening angle using the of the intake air. In addition, as speed builds, the VTEC switches from the low speed cam to the speed cam, but with the degree of overlap.

At high speeds, there is much valve overlap, which pumping losses, maximises gas recirculation, and provides the best between fuel consumption and output.

At idle and low engine during light load inlet valve opening is for minimal overlap, generating swirl and therefore stable

The new CR-V is equipped with an button as part of the Eco Assist™ When activated, ECON alters the mapping of the drive-by-wire system to ensure a smooth in torque for a more relaxing and greater fuel efficiency on the 2.0 i-VTEC models only. In it alters the operation of the cruise on the 2.0 litre i-VTEC models and the air systems, allowing for slightly variances with the set speed or the set in order to conserve fuel possible.

For all models, the air conditioning the compressor and decreases the voltage of the fan to reduce the load on the engine, fuel efficiency.

When developed the 2nd Generation Insight the engineers discovered that driving styles could as much as a 15 per cent variance in economy.

In response to this developed ECO Assist, which drivers optimise their efficiency. It uses the car’s to advise drivers how their style is impacting fuel If the car is being driven economically, the glows green. If the driver exceeds the best level of control, the dashboard will white/green. Finally, it will white during heavy and deceleration.

A variation (different and/or different parts of the would light up) of this was implemented on subsequent hybrid ( CR-Z and Jazz ) as well as the current Civic . The system driver’s improve their

Idle Stop technology is on all new CR-V models with a transmission and this seamless can contribute up to a 5 g/km of CO2 saving for the engine. When the driver a standstill and selects neutral, the will automatically stop they release the clutch. It restarts when they the clutch to select a gear.

A on the dashboard indicates the operation of Stop and the system can be disabled a button on the fascia.


The new CR-V marks the (in Europe) of a two-wheel drive as well as upgrades to the car’s steering and four-wheel drive The new CR-V development team an extensive test program on roads, focusing on ride and high speed stability.

Europe is a very different to Japan or the US, says Nakagawa. The conditions and the opportunity to drive at speed on the autobahn in Germany what is needed from a That is why we have tested the new CR-V extensively in Europe and our proving ground in Takasu, which replicates sections of the Nordschleife circuit.

The suspension has tuned specifically for Europe, a key emphasis on high speed

The McPherson strut front and rear suspension has been with a 10% increase in damper An increase in the body’s rigidity bending rigidity is up 7% and torsional up 9% — allows the suspension to more effectively.

The front has been designed to be compact, delivering the wheel travel to provide off-road versatility and a ride. The McPherson strut suspension consists of a subframe-attached control arm and wheel hub connected to a and coil spring assembly. tuned bushings and precisely suspension geometry ensure ride, handling and steering in a wide variety of road

The CR-V is equipped with a independent, multi-link suspension with an aluminium knuckle, to optimise the ride and handling maximising cargo space. The system uses large-diameter bushings to reduce harshness and ride comfort.

All models front and rear anti-roll to reduce body roll cornering. The diameter of the tubular bar measures 23 mm, and the solid rear bar 17 mm.


Honda’s have always been for their slick, positive The new CR-V is available with a and lightweight 6-speed manual

The new manual transmission CR-V a Shift Indicator Light function in the driver display Taking information from the management system, which whether the level of torque is to the current driving conditions, the SIL a visual prompt to advise the when to change gear to fuel economy.


The new CR-V is also available a 5-speed automatic transmission Grade Logic Control. sophisticated torque-converter automatic near-seamless shifts yet retains throttle response and a secure of control.

For 2012, the transmission a range of features that improve the CR-V’s fuel A new, lower viscosity Transmission Fluid (ATF) uses the heat of the engine (which warms more after a cold start-up) to bring the ATF up to operating temperature

To reduce gear hunting and shifting, Grade Logic and Shift Hold Control are used. Grade Logic reduces shift frequency travelling uphill or downhill. inputs monitoring the throttle vehicle speed and acceleration, Logic Control compares the parameters with a digital map in the transmission computer.

When the determines the Honda CR-V is on a the shift schedule is adjusted to hold the transmission in a lower for better climbing power or downhill engine braking.

Hold Control prevents to higher gears (4th and on winding-roads where the throttle is released and the brakes are applied.

improves stability on the entry to a and ensures adequate power is without the need to shift a gear. In doing so, it reduces shifting. thus improving

The CR-V features a next Motion Adaptive electric steering system (MA-EPS), has been refined to combine manoeuvrability with increased and response at higher speeds. sophisticated system also with Honda’s Vehicle Assist (VSA) to detect instability in slippery road and automatically initiates steering that prompt the driver to in the correct direction (See

With MA-EPS, electric rack-and-pinion steering takes the of a conventional hydraulic power system. The system consists of a steering gear with an motor installed concentrically the steering rack. A Control receives signals from measuring the steering torque and and uses them to calculate the amount of assistance required.

It activates the electric motor, that the steering system the optimal amount of assistance at all

The technology has improved significantly in years, says Nakagawa. An system gives you more than the hydraulic alternative.

In to the operation of a conventional hydraulic system, an electric solution improved efficiency because it not draw a continuous amount of directly from the engine. advantages of electric power-assisted include its mechanical simplicity and its size.

The steering ratio on all new models is 16.8:1, resulting in turns lock-to-lock and a turning of 5.5 m (at wheel centre).


The majority of the new CR-V model will continue to operate all-wheel drive and the latest of Honda’s Real Time AWD The hydraulically activated dual-pump found in the third generation has been replaced by an electronically system that provides a response when a loss of is detected. This electronically system weighs 17% less the weight of the total system by 16.3 kg) and minimises internal by 59%.

These improvements help to minimise the negative impact on economy common to virtually all systems.

The previous-generation Real 4WD system was mechanically actuated a pair of hydraulic pumps driven by the front wheels and one by the rear wheels) along a ball cam mechanism to operate the which sent power to the wheels. If the front wheels to turn faster than the wheels, the difference in pressure the two pumps would cause the to be engaged, sending power to the The system was designed to react to front wheelspin.

The new Real AWD still uses a multi-plate similar to the clutches used in automatic transmissions, to connect the shaft to the rear differential. But in of the twin hydraulic pumps and cam mechanism used in earlier it now uses an electric motor, a single hydraulic pump, operates the clutch. The electric is controlled by the Intelligent Control which allows the system to power based on the conditions.

The new detects rotational speed much more quickly to the old system helping to prevent This can be particularly beneficial on low surfaces such as snow.

The can also detect when the new CR-V is climbing a hill and additional torque to the rear in cooperation with the new Hill Assist feature. Hill Assist maintains brake briefly after the brake is released, giving the driver to accelerate and smoothly move The Intelligent Control System assesses the road’s slope using a sensor and uses the VSA to assess the available grip, additional rear torque necessary to ensure a smooth off.

Also debuting on the is Hill Descent Control Available on automatic models, it at up to 8-20 km/h and helps the descend difficult terrain and consistently.

Hill Descent uses autonomous braking to the speed of the vehicle on a steep, descent, says Nakagawa. the driver lifts off the brake at 8 km/h, the system will hold the speed. It’s an function on vehicles with an transmission, which lack the braking of the manual alternative.

The 58 fuel tank is moulded high-density polyethylene which it light, eliminates corrosion and to impact. It is positioned immediately in of the rear wheels to help it from damage in the event of a The corners of the tank are rounded and the of the tank is lined to minimise the of fuel moving around the tank.

A new fuel pump inside the fuel tank is efficient than the system to the outgoing CR-V.


The new CR-V’s advanced suspension and systems are joined by a range of systems designed to make both easier and safer.


Vehicle Assist (VSA) is an electronic control system that in conjunction with the CR-V’s throttle and its 4-channel ABS systems to the driver in maintaining control accelerating, braking or cornering. VSA by applying brake force to one or wheels independently while engine torque managing the ignition and fuel systems to the driver maintain their direction of travel.

The driver can the VSA stability enhancement and traction-control via a switch on the instrument panel but ABS fully operational at all times.


Stability Assist (TSA) is to all models in the Honda CR-V to enhance driver’s safety towing. The system is an enhancement of the Vehicle Stability Assist system which detects the trailer is starting to oscillate being towed at speed. TSA a combination of torque reduction and wheel braking to bring the car and back under full


Honda CR-V Hybrid

In addition to improving and optimising driver feedback, the Electric Power Steering provides important safety It works in conjunction with the VSA to:

Stabilise Braking Corrects the steering input and assist to trace the curve to reduce instability when the driver is hard on road surfaces different friction coefficients as a road that is only covered with dirt or

Mitigates Understeer Corrects the inputs to mitigate understeer and the driver trace the curve

Oversteer Corrects the steering to mitigate oversteer and help the trace the curve


All new CR-V are equipped with 4-wheel brakes (front ventilated and rear solid discs) for braking. The system incorporates ABS, Electronic Brake (EBD) and Brake Assist as The ventilated front disc are 315 mm in diameter and the solid rear brakes are 302 mm in diameter.

The 4-channel ABS modulates braking power at wheel to help the driver steering control during braking. EBD automatically optimises force between the front and wheels, helping to minimise distances. Brake Assist emergency braking situations and added autonomous braking when appropriate.

It is supplemented by the Emergency Stop (ESS), which automatically the brake and hazard warning (indicators) when it detects an stop situation. The lights rapidly to warn following that the new CR-V is stopping reducing the risk of a collision.


The new CR-V employs Honda’s Driver Assist Systems, including Lane Keeping System (LKAS), Adaptive Control (ACC) and Collision Braking System (CMBS), All systems are designed to complement the not to replace their input.


on the steering wheel operate the ACC allowing the driver to choose their speed and their distance from the vehicle in Using a millimetre-wave radar in the grille, ACC monitors the distance to the car in and can apply up to a quarter of the maximum force autonomously when to maintain the set speed and distance. If braking is required, the system a visible and audible warning.

ACC between speeds of 30 and 180 km/h.


This is the first time LKAS has been available on the Designed for dual carriageway or use, Honda’s Lane Assist System helps the car in its lane. The system detects the markings using a camera at the top of the windscreen. If you indicate, the system switch to standby mode, but if it that you are about to leave lane without indicating, it automatically apply corrective while issuing a visual and warning.

The system applies up to 80% of the force required, with the providing the final 20%.

maintains the position of the car in its lane by steering torque when — significantly reducing fatigue and helping to prevent For the system to work, the driver has to contact with the steering — if the system fails to the driver’s input on the steering, it switch itself off.

can operate between 72 and 180 km/h on with clear and visible and right lane boundary where there are no really bends.


Honda’s Mitigation Braking System monitors the following distance and rate between your and the car directly in front of it, warning the when a collision is likely and reduce impact when a becomes unavoidable.

At speeds 15 km/h, moving and stationary are detected along a path up to 100 m ahead of your vehicle by If the system senses that the car is to hit one of these obstacles then the is alerted by visual and audible If the system determines that a is still likely, three tugs are given on the driver’s belt and some autonomous is applied. Finally, if a collision is CMBS tightens the front occupants’ seatbelts and applies a level of braking force.

braking can be supplemented by the driver up to the that the car is capable of.

All of the actions by CMBS are reversible: if an accident is (for example if the vehicle out of the way at the last moment), the tension is from the seatbelts and the visual and warnings stop.

Even if no warnings have been if at any time the system senses a frontal collision is unavoidable it tighten the front seat and automatically apply strong to help reduce the impact and collision force. However, the is not designed to bring the vehicle to a stop by itself.

In 2010, received a Euro NCAP reward for its CMBS technology. has been recognised as amongst the safety innovations available, research proven benefits. By accident statistics in Germany and the figures across Europe, estimates that, if all cars fitted with CMBS, 200,000 and 250,000 accidents be either prevented or mitigated year.


in the car-to-car crash testing at Tochigi, the ACE™ body is now a well-established weapon in Honda’s armoury. Progressively introduced the Honda range, it provides enhanced occupant protection in a of real-world crash conditions. A polygonal main frame is to prevent cabin deformation by forces through multiple load bearing pathways and away from the passenger

Additionally, ACE Body Structure to minimise the potential for under- or situations, this is particularly where a frontal collision between vehicles of differing weights or frame construction.


The of the front of the new CR-V is designed to absorb energy in the event of a with a pedestrian. Specific injury mitigation features

An unobstructed area beneath the that allows greater for deformation.

Windscreen wiper designed to break away on

Energy absorbing front mounts and bonnet hinges


the driver and front passenger are by advanced front airbags that incorporate dual-stage and activation technology. One or both of airbags will be deployed in the event of a frontal impact of force. If deployed, the airbags can be at different rates depending on a of factors including the severity of the and if the occupants are wearing their

Like in other Honda the driver’s front airbag is in the steering wheel and the passenger is located on the top of the dashboard.

The front airbag can be deactivated to allow a facing child seat to be


Driver’s and front side airbags are mounted in front seatback and are designed to pelvis and thorax protection in the of a severe side impact. In the front passenger’s seat is with the Occupant Position System (OPDS), an innovative designed to deactivate the side if a child (or small-stature adult) into the side airbag path. When the passenger to an upright seating position, the airbag reactivates so it can deploy to protect the occupant in a side


All outboard positions include a side airbag with rollover system. The side curtain deploy from modules in the in the event of a sufficient side providing a significant level of protection in the window area. In the event that the vehicle over, a roll-rate sensor, with multiple G force determine the rate of roll and the side curtain airbags

Honda uses three-point in all seating positions in the new Honda the front seatbelts also load limiting pretensioners. fittings ensure correct and provide secure child mounting points.

For added Honda also use an innovative belt reminder system for After the engine is started, a sensor detects whether the passenger seat is occupied. If the or front passenger has not already the seat belt, an icon in the illuminates and a chime sounds as a to do so.


The seats of the new CR-V incorporate a mitigation system, which is to help mitigate the severity of injuries in the event of a rear

Slits in the urethane portion of the back, folds in the cushion and a rotating mechanism on the cushion combine to absorb the occupant’s in the event of an accident, alleviating the of whiplash injuries. Honda’s have also worked to provide a greater spring in the seat design, providing a even dispersal of impact in the event of a rear impact. For comfort the head restraints been pushed back 9 mm to previous model.

The whiplash system work in conjunction the CR-V’s Advanced Compatibility (ACE™) body structure.

Pack — Enhances the sporty looks. Front and bumpers with matte finish make it look to the ground. A rear tailgate and matte silver door covers highlight its sporty

Robust Pack — the CR-V’s go-anywhere, rugged Matched front and rear plates make it look protected. A stylish running side body trims and a step protector help it from every angle, it look unbreakable.

Illumination — Uses light to the CR-V’s premium looks. lights illuminate the ground the front doors when you the car. Door pocket illuminate the door and attractive lights illuminate the front and floor area.

Design — Enhances the bold of the CR-V. A front grille, fog garnishes, lower door and decorations — all in matte — plus an oval pipe finisher in chrome transform the car and add a little extra


The new Honda CR-V be built at Honda’s UK manufacturing Honda of the UK Manufacturing Ltd (HUM), was established in 1985. The CR-V was produced at HUM in 2000. Honda is to manufacturing in the UK and the many awards won by the built at HUM demonstrate the plant’s to produce high quality for the European market.

Over the 25 years, Honda has invested £ 1.4 billion into its operation in Swindon and currently 3,500 Associates who will the new Honda CR-V alongside the and Jazz.

HUM is a fully integrated car facility, producing the whole car engine assembly, pressing, painting and frame assembly) on 370 acre site (1.5 m2) site in Swindon, Wiltshire.

Honda CR-V Hybrid
Honda CR-V Hybrid
Honda CR-V Hybrid
Honda CR-V Hybrid


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