Honda CR-V 1.6 i-DTEC - SUV to fight ... with taxes
The CR-V 1.6 i-DTEC turbodiesel will be introduced to Honda showrooms in September. The ability to defend against a higher excise duty rate is an important, but not the only, advantage of a car. The new version of the popular SUV is also economical and fun to drive.
The first generation of the Honda CR-V utility vehicle debuted in 1995. The manufacturer made us wait a long time for the possibility of ordering a car with a diesel engine. The 2.2 i-CTDi engine appeared in 2004 - then the career of the second release of the Honda CR-V was slowly coming to an end. The third generation of the Japanese SUV was available with a diesel engine from the very beginning.
Despite this, Honda remained one step behind the competition. Missing from the palette was an extremely economical version that, in addition to lowering fuel costs, would avoid higher taxes. His arrival was announced at the end of 2012. At that time, Honda began selling the new CR-V, offering customers a 2.0 i-VTEC petrol version (155 hp, 192 Nm) and a 2.2 i-DTEC diesel version (150 hp, 350 Nm). For the most economical, they prepared the 1.6 i-DTEC option (120 hp, 300 Nm).
Large SUV with a 1,6-liter engine producing 120 hp. raises certain concerns. Will such a machine be dynamic enough? It turns out it is. 300 Nm combined with a well-chosen gearbox provide good performance. Honda CR-V 1.6 i-DTEC accelerates to “hundreds” in 11,2 seconds and top speed is 182 km/h. The values don't bring you to your knees, but remember that this is a version for drivers looking for savings, not constantly squeezing the sweat out of cars.
The engine starts running at 2000 rpm. The on-board computer recommends switching to higher gears no later than 2500 rpm. This usually makes sense, although it's worth trying to lower before overtaking or climbing steeper slopes. The CR-V will start picking up speed more efficiently. Known from competing SUVs, we won't feel a clear injection of propulsion - Honda's new engine reproduces power very smoothly. Up to 3000 rpm, the cab is quiet. At higher revs, the turbodiesel becomes audible, but even then it does not become intrusive.
The interiors of the 1.6 i-DTEC and 2.2 i-DTEC versions are identical. The interior is still pleasing to the eye and functional, and the luggage compartment with a capacity of 589-1669 liters is the segment leader. Ergonomics does not raise any reservations, although it will take several minutes to study the location of the buttons on the steering wheel and the operation of the on-board computer. More than enough space for passengers. Even in the second row - the considerable width of the cabin and a flat floor mean that even three should not complain about any discomfort.
Woe to those who decide to recognize the weaker version by its appearance. The manufacturer did not even dare to attach a nameplate informing about engine power. The body, however, hides a large number of changes. Honda engineers didn't just change the engine. The smaller dimensions of the actuator have made it possible to optimize its position. On the other hand, the lighter weight of the engine made it possible to reduce the brake discs and change the stiffness of the springs, shock absorbers, rear wishbones and stabilizer. Suspension modifications combined with better weight distribution have improved the Honda CR-V's handling on the road. The car reacts more spontaneously to commands given by the steering wheel, does not roll in corners and remains neutral for a long time even when driving dynamically.
Honda spokesmen candidly admitted that the new suspension settings improved ride performance at the expense of dampening short bumps slightly. The Honda off-road car showed its best side during the first test drives near Prague. Its chassis is still quiet and absorbs bumps effectively. Passengers clearly feel only the most serious surface faults. The vehicles available for testing were fitted with 18-inch wheels. On the base “seventies”, the suppression of inequalities would be slightly better.
Honda CR-V with 1.6 i-DTEC engine will be offered only with front-wheel drive. Many consider an SUV without all-wheel drive a strange proposal. Customer feedback is important, but the relationship between supply and demand is even more important. Honda's analysis shows that 55% of European SUV sales come from diesel-powered vehicles with all-wheel drive. Another eight percent is accounted for by all-wheel drive “gasoline”. SUVs with petrol engines and front-wheel drive have the same share in the sales structure. The missing 29% are front-wheel drive turbodiesels. Interest in them began to grow rapidly in 2009. Thus, it becomes clear that even buyers of SUVs are looking to save money during the crisis.
In the case of the Honda CR-V 1.6 i-DTEC, there will be quite a few of them. The engine is really economical. The manufacturer claims 4,5 l/100 km on the combined cycle. We were not able to achieve such a good result, but with active driving on winding roads, the car consumed 6-7 l / 100km. With smooth handling of the gas pedal, the computer reported 5 l / 100km.
Homologation data show that the new version of the Honda CR-V emits 119 g CO2/km. Some countries reward this result with low vehicle operating fees. The savings can be significant. In the UK, users of cars with emissions below 130g CO2/km are exempt from the tax. At 131 g CO2/km and more, at least £125 per year must be paid to the state treasury. In Poland, taxes do not depend on the amount or composition of exhaust gases. Cars were subject to excise taxes, the amount of which depended on the size of the engine. In the case of the CR-V 2.2 i-DTEC, it is 18,6%. The new diesel fuel will be subject to an excise duty of 3,1%, which should make it easier for the importer to calculate a favorable price.
Honda CR-V with 1.6 i-DTEC engine will arrive in Polish showrooms in September. We also have to wait for the price lists. It remains to keep the fists for a good offer. Civic with a 1.6 i-DTEC turbodiesel, unfortunately, turned out to be one of the most expensive cars in the C-segment.
