Subject: Check Out These Fantastic SUV Deals in Your Area

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Date: Tue, 28 Jul 2015 13:10:32 -0700

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that continually outsells its rivals to rank as the best-selling entry CUV ever. And at least nobody reviled it, as some did the chrome-beaked Cherokee. The interior design is equally staid, but its ergonomics generally drew praise, except for the infotainment system, which was universally reviled for its lack of knobs, unintuitive function, and graphics that don't match those on the other various screens. Our youngest judge, Seabaugh, reckoned that his peers would liken the difference between the CR-V and Jeep systems to that of "an old T-Mobile Sidekick and an iPhone 6." It does boast a segment-first HDMI input, but none of us can imagine wanting to sit in a parked CR-V and watch a movie on a dash screen that's smaller than an iPad. Engineering Excellence Ah, now here's a criterion Honda can sink its teeth into. Powertrain revisions tasked with improving the fun quotient include a new "Earth Dreams" 2.4-liter engine that gets direct injection and a commensurate compression bum
p from 10.0:1 to 11.1:1, along with a new, lighter die-cast aluminum block (with the same bore and stroke) and myriad friction reductions. Horsepower still peaks at 185, but does so 600 rpm earlier (at 6400), with torque jumping from 163 lb-ft at 4400 rpm to 181 lb-ft at 3900 rpm. That engine is hooked to a continuously variable automatic much like the Civic's, about which we've sung nothing but hosannas. This unit employs a torque converter and a "G-design Shift Logic" strategy that combine to feel completely "normal" in gentle everyday driving -- no rubber-bandiness. But nail the gas to pass and the trans delivers a snappy downshift to a ratio near the power peak. "CVT is very good, especially in Sport mode -- keeps revs in the sweet spot and doesn't fake shift like Outback and Rogue," noted Kiino. This new setup shaves 0.6 second off our last AWD automatic CR-V's 0-60 time, at 8.5 seconds. That's still mid-pack in the class, but accompanied by that trademark Honda engine wail, it
feels downright sporty. Lieberman welcomed Honda's "return to form as a company known for making some of the best engines in the business."The chassis also underwent a thorough rethink with a new front subframe and lower control arms, revised spring and damper rates all around, and new bushings, anti-roll bars, and geometry (a half-degree less camber and 0.6-inch wider track front and rear). The steering ratio tightens from 16.7:1 to 15.6:1. Seabaugh, frustrated with the last CR-V, enthused, "This feels like a Honda should, with light steering, great feedback, and competent handling chops. It's way more fun than any compact crossover ought to be." Evans concurred: "You can kind of fling it around like a Fiesta ST. It's fun in that way." And Kiino complimented the ride/handling trade-off, noting that "it feels planted but never harsh." Performance of Intended Function The entry CUV's job is easily defined: help a small family haul its gear anywhere with ease and confidence in any w
eather. Nobody expects these CUVs to scale the Rubicon, and our CR-V's aggressive tire treads and on-demand AWD handled our steep, silty gravel hill with minimal fuss. Like its little brother, the Fit, the CR-V boasts savvy packaging. "The second-row legroom and load space are excellent in relation to the vehicle's footprint," MacKenzie noted. Indeed, the CR-V's ratio of interior to exterior space tops those of the RAV4, Forester, Escape, Rogue, and CX-5. But more important than sheer size is the ease with which that space is utilized. Expanding the cargo hold from 35.3 to 70.9 cubic feet is as easy as pulling two levers in the cargo hold, setting in motion a purely mechanical series of flips and folds of the rear seatbacks to render a nearly flat (and low) load floor. There are bag hooks, tie-downs, and a small net in back, and the side doors open nearly 90 degrees for easy access. On the negative side, there are no power outlets of any type in the rear seat or cargo areas; the opt
ional power tailgate is driven by a motor that occupies a giant goiter on the driver's side D-pillar (the strut mounted screw jacks are state-of-the-art); and as Evans noted, "There's a lot of wind and road noise on the freeway -- louder than most of the other vehicles here." Efficiency The switch to direct injection and a continuously variable transmission with a 33 percent broader ratio range than the old five-speed should boost fuel efficiency pretty notably, and indeed the combined 26/33 mpg EPA city/hwy figures represent an improvement of about 12 percent. But our Real MPG results are disappointingly similar to those of our last CR-V automatic with AWD: 20.6 city/28.7 highway/23.6 combined mpg, compared with last year's 20.5/28.9/23.6 (its EPA ratings were 22/30/25), so it's unclear whether you'll realize all that improvement. We eagerly await a chance to test out another not-so-early-build example. Safety Here again, there's been no official IIHS testing to report, but we're t
old the engineers reinforced the CR-V's occupant compartment with additional hot-stamped high-strength steel, and modified the engine compartment crash structure to better absorb the energy in small-offset crashes. Presuming their computer simulations have accurately predicted what IIHS will measure soon, the Top Safety Pick hurdle should be cleared. The available Honda Sense suite of