Thursday, March 12, 2015

HONDA 2015 CR-V 1.6 i-DTEC 160

Few producers can assert the kind of SUV deals Honda has appreciated with its CR-V. Since its dispatch in 1997, more than 750,000 have discovered a home in Europe; amid 2014 alone, 50,000 signed at dotted lines . 

To guarantee business as usual, the CR-V is being reconsidered for 2015, going discounted in April. Anyhow this is no gentle facelift; Honda's designers have been occupied. 

To keep the CR-V looking new, there's another grille and upgraded headlights and tail-lights, while more extensive tracks, expanded tire camber, a speedier controlling rack and new front suspension brambles, knuckles and arms are planned to enhance ride quality, taking care of and refinement. 

Inside, thicker entryway seals expect to enhance refinement, and there's a fresh out of the box new infotainment framework. City braking likewise gets to be standard over the extent. 

Most prominent, then again, is the new 158bhp 1.6-liter diesel motor, accessible with a similarly glossy new nine-pace programmed gearbox. Together, they supplant the friendly 2.2 diesel/five-velocity auto combo, enhancing mileage and emanations, yet as yet offering a respectable slug of abject muscle.Two-wheel-drive versions of the CR-V 1.6 i-DTEC 160 are restricted to a six-speed manual ’box, but the nine-speed auto we’re driving is worth the extra should you be tempted. It doesn’t dither too much in lower gears and never changes down too many should you ask it for a sudden burst of acceleration.

It helps the 1.6 diesel to show off its strengths, chief of which is its decent pull from around 2000rpm. It also stays reasonably hushed, only getting raucous in the sort of high revs you're unlikely to want to explore very often in a diesel SUV anyway, although there’s a light buzz at the pedals even at more moderate engine speeds.

The changes to the chassis haven’t transformed the CR-V into a handling superstar, but turn-in is now slightly more urgent on the four-wheel-drive model and the steering feels less vague than before. There’s still noticeable body lean in tight corners, although the soft set-up means large bumps and broken asphalt are no trouble for the CR-V’s dampers, which take the sting out initially. Unfortunately, it also means that a lot of the imperfections in the road cause the body to bob about, especially at speed and over mid-corner bumps. 

At least there’s little road and wind noise on the motorway to disturb things further, and although there’s some vertical movement from the body on the motorway, the CR-V’s steering requires little input to maintain a straight line.

For all the changes, Honda has kept one of the CR-V’s strongest suits: space. Four adults sit very comfortably inside, thanks to impressive legroom, while the long, square boot is a huge 589 litres with the rear seats in place.

The practical touches CR-V owners love remain, too - particularly the spring-loaded rear seats, which split 60/40 and fold themselves down flat via levers on the boot walls to open up the cabin.

The new 7.0in touchscreen infotainment system standard across , an Android-based tablet. It uses a mobile processor and has super-sharp graphics, but still suffers lag between button presses at times. The integrated Garmin sat-nav (optional on all but top EX trim) can be dim-witted, too, although connecting your phone takes seconds and the general menu layouts are simple to navigate.Drive a CR-V hard and there are few thrills to be had, but then it doesn’t pretend to be the last word in handling dynamics.

What it aims to do, and does well, is space and practicality. The addition of this 1.6 diesel with its impressive 134g/km CO2 output and 55.4mpg fuel economy as an automatic four-wheel drive has given private and company buyers even more reason to consider it.Indeed thus, while the CR-V has opponents, for example, the diesel auto variations of Nissan's X-Trail and Mazda's CX-5 beaten on running expense figures, costs haven't been affirmed yet. All that productivity could be to no end in the event that it doesn't have a go at the right cost regardless, so we'll hold last judgment until we know precisely what it'll cost and drive like in the UK

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