It’s been noted that Honda has made a significant leap in performance dynamics with this fifth-generation CR-V and that it’s handling is largely improved over the previous model. But so far during my long-term journey with it, my wheel time has been spent commuting in the thickets of L.A.’s most famously congested freeways, unable to explore the CR-V’s evolved capabilities. So until I get some open-road seat time, I’m relying in the keen observations and data collection of seasoned test drivers Kim Reynolds and Chris Walton to detail and describe the CR-V’s newfound abilities during their time with it on the pavement of our various test venues within the Auto Club Speedway in Fontana, California.
Walton reported that during test-track acceleration, the CVT inserts “upshifts” when run in both Drive and Sport. But when placed in Low, the CVT does not upshift, and the acceleration to 60 mph improves by 0.1 second, and by 0.3 second in the quarter mile, adding 2 mph to the trap speed. Walton also noted no apparent heat soak problems—the quarter-mile trap speeds remained tightly grouped run after run. All this helps this CR-V shave 1.2 seconds off our previous-generation long-term CR-V’s 0-to-60-mph time, with a 7.5-second run.
When it was run through our braking test, Walton noted that although the vehicle displayed lots of dive, its rear end stayed put, and the CR-V maintained good straight-line stability. There was some hard-tire noise from the tires scratching the pavement, but the ABS did not display any buzzing or vibrations. From 60 mph the CR-V managed to stop in 115 feet, and that distance grew by just 6 feet from the first to the fourth stop.
Reynolds was behind the wheel for the figure-eight test and described the vehicle’s dynamics as pretty nondescript. He says that the key is to manage the stability control by calming down the steering input, basically just get your foot down on the throttle, calmly hold the steering wheel at the necessary angle, and wait for the road to straighten out so that the vehicle can accelerate. Reynolds also noted lots of pitch and roll, but he said that it’s well damped.
Read more about our 2017 Honda CR-V Touring AWD:
| 2017 Honda CR-V AWD Touring | |
| BASE PRICE | $34,595 |
| PRICE AS TESTED | $34,595 |
| VEHICLE LAYOUT | Front-engine, AWD, 5-pass, 4-door SUV |
| ENGINE | 1.5L/190-hp/179-lb-ft turbo DOHC 16-valve I-4 |
| TRANSMISSION | Cont variable auto |
| CURB WEIGHT (F/R DIST) | 3,478 lb (57/43%) |
| WHEELBASE | 104.7 in |
| LENGTH x WIDTH x HEIGHT | 180.6 x 73.0 x 66.5 in |
| 0-60 MPH | 7.5 sec |
| QUARTER MILE | 15.8 sec @ 88.5 mph |
| BRAKING, 60-0 MPH | 115 ft |
| LATERAL ACCELERATION | 0.82 g (avg) |
| MT FIGURE EIGHT | 27.9 sec @ 0.60 g (avg) |
| EPA CITY/HWY/COMB FUEL ECON | 27/33/29 mpg |
| ENERGY CONS, CITY/HWY | 125/102 kW-hrs/100 miles |
| CO2 EMISSIONS, COMB | 0.66 lb/mile |
The post 2017 Honda CR-V Touring AWD Update 1: Notes from the Track appeared first on Motor Trend.
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