New CR-V Debuts in Japan

Since its introduction in 1995, over a million units of Honda’s CR-V have been sold worldwide. Like the Toyota RAV4 which came out a year earlier, the CR-V created a new segment in the market which offered motorists the comfort of a passenger car with the rugged image and versatility of a sport-utility vehicle (SUV) as well as a moderate off-road capability.

The original CR-V was a hurried project aimed at capitalizing on growing interest in SUVs, especially small ones. Like the RAV4, it was a ‘parts bin’ model, using many components from other Honda models and sitting on a platform adapted from the Accord.

Now comes the second generation which went on sale in Japan yesterday and with considerable feedback from owners of the first generation, Honda’s designers have conceived an entirely new model with the concept of “CR-V — More Active Utility”. It employs Honda’s global platform, achieving expanded utility in a body of about the same size as the previous model. In fact, Honda’s designers sought to maintain virtually the same exterior dimensions of the first generation. Thus, one finds that the overall length is just 25 mm longer while the overall width is 33 mm more than before. The wheelbase, ground clearance and tracks are unchanged.

NEW STYLING, BODY STRUCTURE
The exterior styling takes on an aggressive front end (still recognisable as a Honda) and there are two rear end configurations. One has the spare wheel mounted externally while the other has a cleaner appearance with the spare wheel stowed in the cargo area floor. This follows the same approach as that in the first generation and models with the spare wheel in the floor do not have 4-wheel drive capability. As before, the rear door is a two-part design whereby just the glass can be raised or the entire door swung open on side-mounted hinges.

The body development team, with access to a wide variety of new materials and new manufacturing techniques, made extensive use of computer-based stress analysis programs and high-tensile strength steel to provide maximum torsional rigidity and higher levels of safety. 50% more torsional rigidity and 30% improved bending rigidity is claimed for the monocoque bodyshell which has extensive cross-bracing and stiffening members incorporated into key areas.

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