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BACKGROUND

Launched at the 1995 Tokyo Motor Show, the original Honda CR-V was one of the first of the modern generation of ‘soft roaders’ and became a benchmark for this fast-growing segment.

Sales began in Europe in 1997 and the CR-V quickly became a firm favourite with buyers. It was so successful in fact, that production of European models was soon transferred to Honda’s Swindon plant.

Launched in early 2002, the second generation CR-V built on its predecessor’s success, retaining the popular 4x4 styling and the ‘on demand’ Dual Pump 4WD transmission. Enviable economy was achieved through the adoption of Honda’s 2.0-litre i-VTEC petrol engine, while a new body structure delivered greater interior space as well as setting new class standards in occupant and pedestrian safety.

The CR-V has consistently been one of the best-selling petrol-engined SUVs in the UK, but in 2005 it received a further sales boost with the introduction of Honda’s much acclaimed i-CTDi diesel engine. Fresh new styling front and rear, interior improvements and equipment enhancement coincided with the introduction of the new engine.

The CR-V is a truly global product for Honda. Since 1996, nearly 2.5 million CR-Vs have been sold in 160 countries – more countries than any other Honda automotive product. European sales in 2005 were 59,000 out of a total 334,000 worldwide. In the UK in 2005, Honda sold 16,700 CRVs.

DRIVING DYNAMICS

At a glance
• Centre of gravity lowered by 35mm for improved handling
• Wider track front and rear
• Larger 17-inch wheels as standard
• Compact toe control link MacPherson strut front suspension
• Compact reactive link double wishbone rear suspension
• More responsive 4WD system
• VSA with Trailer Stability Assist standard on all models
• ABS, EBD braking and Brake Assist standard
• Electric power steering on petrol models, hydraulic on diesel models

Aims
Many people who choose to drive an SUV, do so because they prefer the high driving position – it often gives a feeling of safety and confidence. Meanwhile, some drivers opt for a car in this category because they enjoy the assurance of four-wheel drive.

But if, primarily, you’re using an SUV on the road, is there a reason why that vehicle can’t offer all of the above, and still drive like a ‘normal’ car? It’s a question we at Honda asked ourselves. Too many SUVs are soggy and uninvolving. The ride is often wallowy and steering sometimes feels indirect. Couldn’t the new CR-V offer a higher driving position, the security of four-wheel drive, the practicality of an SUV and the driving characteristics of a saloon car? Err… well, yes it could.

The second generation CR-V was already pretty good on the road, but in developing the latest car, Honda has concentrated on increasing cornering agility, creating saloon-like ride quality and improving stability – all without compromising the car’s load space and practicality.

Centre of gravity
To deliver a flatter ride, with greater stability, the centre of gravity has been lowered by 35mm. The measures adopted included lower engine mountings, the repositioning of the spare wheel beneath the rear floor, and the reduced weight of certain items such as the tailgate and bonnet.

Front suspension
The front suspension is specially designed and tuned for compact packaging, supple ride comfort and long wheel travel for harsh roads.

MacPherson struts are employed again at the front, but with new geometry, including a high caster angle ‘trail’, to provide sharp, on-centre response and stability.

Improved toe-control dynamics help deliver sharp and responsive steering. And to improve steering rigidity and reduce friction, the steering gear unit is mounted lower.

Suspension springs can, under compression, exert torsional forces and in doing so influence steering precision feel. On the CR-V, inversely wound springs (wound in the opposite direction to one another) effectively cancel each other out and neutralise this.

Significant changes to steering angles, bushes, material rigidity and spring and damper tuning give a far more linear suspension movement at the limit of compression for flatter cornering. The inner wheel remains closer to the perpendicular throughout a greater range of travel, improving tyre adhesion.

To improve ride comfort, the compliance angle on the lower control arm has been optimised to transmit less harshness. Further enhancements include reduced centre offset with the wheel to minimise the potential for torque steer.


Front suspension revisions:
• Increased suspension stroke for greater comfort
• A larger front to rear compliance bush for improved shimmy and harshness characteristics
• An increased caster angle and caster trail, and higher friction damper bearings improve responses to steering input, on-centre feel and directional stability
• Optimised king pin layout enhances steering feel and linearity
• Increased anti-dive angle for greater braking stability
• Asymmetrical coil springs improve steering quality

Rear suspension
A super-compact rear suspension design minimises damper intrusion into the cabin, thus maximising luggage space.

The nature of the reactive link design means that, under braking, forces are transmitted through the suspension structure, causing the rear mounted toe control arm – located at 90 degrees to the force – to flex backwards.

The suspension assembly is pushed rearwards, which affects the bushes that fix the lower wishbone to the chassis. They move in a diagonal direction, which pulls the trailing arm into a toe-in direction.

The rear dampers feature a progressive valve design that gives both a smooth ride and precise handling characteristics. These units use valves that are less resistant to high speed damper piston movement (such as those created by bumps and road impacts when the car is at low speeds) and provide more resistance to the small, low-speed movements when the vehicle is at high speeds.

Rear suspension revisions:
• A new cast aluminium knuckle reduces unsprung weight for improved ride comfort
• Anti-roll bar diameter increased from 18 to 19mm further improves stability
• A larger diameter lower arm compliance bushing for improved harshness characteristics
• A new integrated hub and bearing unit offers greater lateral rigidity and as a result improves rear end tracking and damps down yaw changes
• Greater responsiveness from repositioned trailing arm and upper arm mounting points
• Increased anti-lift angle for greater braking stability

2007 Honda CR-V #11