HONDA’S WELCOME ADDITION
Diesel power finally arrives in the Thai-spec CR-V – good in its own right but probably not enough to topple its intended opposition
Ever since the Honda CR-V was launched in Thailand some 20 years ago, the car-based SUV stood out with a practical, spacious and comfortable interior, plus easygoing driving manners.
Of course, pickup-based SUVs like the Toyota Fortuner were equally attractive for punters with a similar 1.5 million baht budget. Despite having more crude driving dynamics, these mud-ploughing SUVs feature a bigger package with seven seats and diesel engine to suit their vehicle concepts.
Which is why the CR-V has returned with seven seats in its fifth generation in a bid to woo buyers from those pick-up-based SUVs. And for the first time ever for Honda in Thailand, there’s a diesel option for the CR-V to additionally help on that mission. The oil-burning unit is based on the European version but has been modified so that it can take biodiesel in Thailand.
But like in some other car-based SUVs sold in Thailand — the super-ageing Chevrolet Captiva and far fresher, non-hybrid Nissan X-Trail — the CR-V is better off being considered a 5+2. That’s because the third-row seats are dreadfully cramped to sit in, even if occupants in the second tier can be prepared to make some sacrifices by sliding their chairs forward.
But if you decide to fold away the sixth and seventh seats, the CR-V is a wonderful five-seater with lots of legroom for everybody thanks to a wheelbase that has grown by some 50mm. And despite needing to house a drive shaft for the 4x4 system, the cabin floor is nearly flat. Making up for practicality are numerous stow areas here and there. Like the exterior design which has evolved very mildly but nicely, the interior is a step forward from the predecessor. The neatly designed fascia has two main digital displays that are both clearly legible and easy to use. Combine that with nice materials, it almost feels like those in Volvo’s latest SUVs. The only small letdown in the CR-V’s premium intentions is some loose stitching of the leather upholstery.
As for the newfound presence of the diesel and its ninespeed torque-converter automatic, it isn’t perfect yet. The 160hp 1.6-litre turbo unit yields effortless grunt around town but becomes a little gutless elsewhere. And it isn’t that fuel-efficient either, as one could come to expect from a modern-day diesel. We recorded no more than 14kpl during a drive in the southern part of Thailand which isn’t any close to Honda’s claim of 17.9kpl (18.9kpl for the FWD-only model).
Sure, no CR-V in the past has ever been as fuel efficient or grunty as this new one with a diesel. And the performance and economy balance is still better than in all pickup-based SUVs. But when you take into consideration the diesel-powered Mazda CX-5, the CR-V is slightly off the mark. Of course, engine size is becoming less relevant these days when it’s really about the implementation of power that matters, but you can already sense the average Thai questioning why a 1.6-litre CR-V (with less power, too) is priced in the same vicinity as the 2.2-litre CX-5.
Speaking of that new gearbox (most Hondas in Thailand usually come with the CVT type), it’s the electronic type without a lever on the console. What you get instead are buttons to operate the commonly used modes and paddleshifters on the steering wheel to swap cogs manually. It’s quite a neat touch, aping those used in some supercars.
Since the CR-V was always about a restrained driving style, Honda has stuck with a comfort-oriented chassis. The softly sprung suspension yields a compliant lowspeed ride, although it occasionally backfires with soggy handling on demanding roads. At least, the steering now requires fewer turns from lock-to-lock, thereby increasing the CR-V’s agility in city-driving.
Given the customer target, the CR-V’s driving characteristics are still largely acceptable. Even the best of the pickup-based SUVs — the Ford Everest — still has less body control than in the CR-V. But if you’re looking for the most car-like SUV to drive in the 1.5 million baht price range, that honour goes to the CX-5 (which trades off interior space for its driving experience). If there’s something the CR-V and CX-5 share, it’s the insufficient amount of road noise suppression.
As part of Honda’s safety drive, the CR-V comes with all kinds of airbags and chassis electronics. But Honda has still left out some modern driver-assist technologies, fearing that the CR-V’s price may be too high in relation to its competition. An engineer noted that costs of such tech should come down in the future when applied more extensively in other models.
Is the new CR-V a winner in its class? If you take into consideration its direct rivals (you really shouldn’t compare pickup-based SUVs despite their enticing packages and prices), the CR-V scores highly with all those usual attributes mentioned in the beginning of this story.
In fact, Honda seems to be right when they said that they focused on improving the existing benefits of the CR-V. So yes, the CR-V rightly answers the needs of many buyers these days. But Honda has yet to produce an SUV that can comfortably topple its competition in all aspects. Chassis has been set up for comfort. Diesel needs to be worked a little outside of the city.
THE STEERING NOW REQUIRES FEWER TURNS FROM LOCK-TO-LOCK