Honda CR-V is a five-seater small Japanese crossover, which is so popular that it has been produced since 1995 to this day. The SRV model has 5 generations.

History of Honda CR-V

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The abbreviation "CR-V" translated from English language stands for " small car for relaxation." This model is produced in several countries at once:

• Japan;
• United Kingdom;
• Mexico;
• Canada;
• China.

The Honda CR-V is a cross between the small HR-V and the impressive Pilot. The car is produced for most regions, including Russia, Canada, China, Europe, USA, Japan, Malaysia and so on.

First version of Honda SRV

First version of this car from the Honda company was presented as a concept back in 1995. It is worth noting that the SRV was the first-born in the line of crossovers, which was designed by Honda without outside help. Initially, it was sold exclusively in Japanese dealer centers and was considered as a premium class, since due to its dimensions it exceeded the legally established standards. In 1996, at the Chicago Motor Show, a model for the North American market was unveiled.

It should be noted that the first generation of this model was produced in only one configuration, called “LX” and was equipped with a gasoline inline four-cylinder engine “B20B”, with a volume of 2.0 liters and a maximum power of 126 hp. Essentially, it was the same 1.8-liter internal combustion engine that was installed on the Honda Integra, but with some modifications, such as an expanded cylinder diameter (up to 84 mm) and a one-piece liner design.

The car body is a supporting structure reinforced with double wishbones. The car's signature style included plastic bumper and fender covers, as well as folding rear seats and a picnic table located in the lower part of the trunk. Later, the CR-V was produced in the “EX” configuration, which was equipped with an ABS system and alloy wheels. The car also had a system all-wheel drive(Real-Time AWD), but versions were also produced with a front-wheel drive layout.

Below is a table showing the main characteristics of the B20B engine, which was installed on the first version of the SRV and after the restyled B20Z power unit:

Engine name	B20B	B20Z
Engine displacement, cc	1972	1972
Power, hp	130	147
Torque, N*m	179	182
Fuel	AI-92, AI-95	AI-92, AI-95
Efficiency, l/100 km	5,8 – 9,8	8,4 – 10
Cylinder diameter, mm	84	84
Compression ratio	9.5	9.6
Piston stroke, mm	89	89

In 1999, the first generation of this model was restyled. The only change in the updated version was the upgraded engine, which slightly increased power and slightly increased torque. The engine acquired an increased compression ratio and was replaced intake manifold, and also increased the lift of the exhaust valve.

Second version of Honda SRV

The next version of the SRV model has become a little larger in size overall dimensions and gained weight. In addition, the design of the car was completely changed, its platform was transferred to another Honda model - Civic, and also new motor K24A1. Despite the fact that in the North American version it had a power of 160 hp and 220 Nm of torque, its fuel and economic characteristics remained at the level of previous power units. All this is implemented using the i-VTEC system. Below is a schematic diagram of how it works:

Due to a more thoughtful design rear suspension The trunk volume of the car was increased to 2 thousand liters.

For reference! Authoritative publication of Car and Driver in 2002-2003. identified Honda SRV as "Best compact crossover" The success of this car prompted the Honda company to introduce more budget option crossover "Element"!

Restyling of this generation CR-V took place in 2005, which led to changes in the front and rear optics, the radiator grille was updated, front bumper. The most important innovations from a technical point of view were electronic throttle valve, automatic transmission (5 steps), modified all-wheel drive system.

Below are all the power units that this model was equipped with:

Engine name	K20A4	K24A1	N22A2
Engine displacement, cc	1998	2354	2204
Power, hp	150	160	140
Torque, N*m	192	232	340
Fuel	AI-95	AI-95, AI-98	Diesel fuel
Efficiency, l/100 km	5,8 – 9,8	7.8-10	5.3 - 6.7
Cylinder diameter, mm	86	87	85
Compression ratio	9.8	10.5	16.7
Piston stroke, mm	86	99	97.1

Third version of Honda SRV

The third generation CR-V was produced from 2007 to 2011 and was distinguished by the fact that the model became noticeably shorter, lower, but wider. In addition, the trunk lid began to open upward. Among the changes we can also note the lack of sound insulation and the presence of a through passage between the rows of seats.

This crossover became the most popular in the American market in 2007, overtaking Ford Explorer, which held the leading position for fifteen long years.

For reference! Due to the overwhelming demand for the CR-V, Honda has even suspended production of the new Civic to utilize additional production capacity and satisfy customer interest!

Restyling of the third generation SRV brought a number of design changes, including bumpers, radiator grille, and lights. The engine power was increased (up to 180 hp) and at the same time fuel consumption decreased.

Below is a table of engines for this generation:

Engine name	K20A4	R20A2	K24Z4
Engine displacement, cc	2354	1997	2354
Power, hp	160 - 206	150	166
Torque, N*m	232	192	220
Fuel	AI-95, AI-98	AI-95	AI-95
Efficiency, l/100 km	7.8 - 10	8.4	9.5
Cylinder diameter, mm	87	81	87
Compression ratio	10.5 - 11	10.5 - 11	9.7
Piston stroke, mm	99	96.9 - 97	99

Fourth version of Honda SRV

Production started in 2011 and this model was produced until 2016.

The car was characterized by a more powerful power unit of 185 hp and new system all-wheel drive. Re-styling was different new version engine with direct injection and continuously variable transmission. In addition, the CR-V has become much better to handle thanks to new springs, stabilizers and shock absorbers. This car was equipped with the following engines:

Engine name	R20A	K24A
Engine displacement, cc	1997	2354
Power, hp	150 - 156	160 - 206
Torque, N*m	193	232
Fuel	AI-92, AI-95	AI-95, AI-98
Efficiency, l/100 km	6.9 - 8.2	7.8 - 10
Cylinder diameter, mm	81	87
Compression ratio	10.5 - 11	10.5 - 11
Piston stroke, mm	96.9 - 97	99

Fifth version of Honda SRV

The debut occurred in 2016, the car is completely different new platform, borrowed from the X generation Honda Civic.

The line of power units is characterized by the fact that a special turbocharged L15B7 engine is produced for the American market, while in Russia versions are sold only with naturally aspirated gasoline engines.

Engine name	R20A9	K24W	L15B7
Engine displacement, cc	1997	2356	1498
Power, hp	150	175 - 190	192
Torque, N*m	190	244	243
Fuel	AI-92	AI-92, AI-95	AI-95
Efficiency, l/100 km	7.9	7.9 - 8.6	7.8 - 10
Cylinder diameter, mm	81	87	73
Compression ratio	10.6	10.1 - 11.1	10.3
Piston stroke, mm	96.9	99.1	89.5

Choosing a Honda SRV power unit

The internal combustion engines that Honda SRV is equipped with of any generation are distinguished by good reliability and maintainability. Owners of these vehicles do not encounter any particular operational problems if they carry out timely maintenance and follow the recommendations for optimal choice motor oil and filters.

For drivers who prefer quiet ride, most rational choice There will be an R20A9 naturally aspirated gasoline engine, which has relatively low fuel consumption and good driving dynamics. However, it is the most popular on the Russian market.

The car is equipped with a gasoline, four-stroke, four-cylinder, in-line, sixteen-valve engine with liquid cooling.
The cylinder head has two camshaft: front for exhaust valves, rear for intake valves.
Drive camshafts and the coolant pump is carried out by a toothed belt from a toothed pulley mounted on crankshaft engine. The tension of the belt and the direction of its movement along the pulleys is carried out by a tension roller. The camshaft cams act on the valves through rocker arms with adjusting screws. During operation, regular checking and adjustment of thermal clearances in the valve drive is required.
The generator, power steering pump and air conditioning compressor are driven poly V-belts from the engine crankshaft pulley.

Basic data for monitoring, adjustment and maintenance
Engine model	B20B or B20Z
Engine type	Petrol, four-cylinder, in-line
Engine cylinder operating order	1 - 3 - 4 - 2
Crankshaft rotation direction	Counterclockwise
Cylinder diameter, mm	84
Piston stroke, mm	89
Working volume, cm3	1973
Compression ratio: B20B	9,2
Compression ratio: B20Z	9,6
Number of camshafts	2
Number of valves per cylinder	4
Rated net power, kW/l. s.: В20В	91/126 (5400)
Rated net power, kW/l. pp.: B20Z	106/146 (6200)
Maximum net torque, Nm (at crankshaft speed, min1): В20В	180 (4300)
Maximum net torque, Nm (at crankshaft speed, min1): B20Z	180 (4500)
for intake valves	0,08-0,12
Gaps in the timing valve drive mechanism on a cold engine (18-20 °C), mm: for exhaust valves	0,16-0,20
Minimum idle speed: vehicles manufactured before 1999;	700-800
Minimum idle speed: vehicles manufactured since 1999;	680-780
Minimum pressure in the engine lubrication system at an oil temperature of 80 °C at a crankshaft speed of 3000 min1, kPa	340
Minimum pressure in the engine lubrication system, kPa	70
Nominal compression in engine cylinders, kPa	1230
Minimum permissible compression in engine cylinders, kPa	930
Maximum permissible compression difference between engine cylinders, kPa	200
Oil volume in the engine lubrication system ( maximum volume oil drained during replacement), l	4,6 (3,8)
Oil used	Engine oil for gasoline engines, energy saving (Energy Conserving)
Engine oil group according to API / ILSAC	SJ/GF-2 and higher
Motor oil viscosity class according to SAE: below - 30 °C and above +35 °C	5W-30
Engine oil viscosity grade according to SAE: from -20 °C and above +35 °C	10W-30

Tightening torques for threaded connections of engine parts
Name of parts	Thread	Tightening torque, Nm
Crankshaft main bearing cap bolts	Ml1x1.5	76
Nuts of connecting rod cap bolts	M8x0.75	31
	M6	9,8
Oil pump mounting bolts	M8	24
Crankshaft rear oil seal holder bolts	M6	9,8
Oil pump housing bolts	M6	9,8
Oil intake bolts	M6	9,8
Oil intake nuts	M6	9,8
Flywheel mounting bolts (manual gearbox)	M6	103
Drive disc mounting bolts (automatic transmission)	M12x1.0	74
Crankshaft pulley bolt	M12x1.0	177
Engine sump mounting nuts	M14x1.25	12
Engine oil pan mounting bolts	M6	12
Oil control nuts	M6	9,8
Oil leveler mounting bolts	M6	9,8
Clutch/automatic transmission housing cover bolts	M6	12
Clutch/automatic transmission housing cover bolt	M6	29
Cylinder head bolts: 1st stage	M12x1.25	22
Cylinder head bolts: 2nd stage	M11x1.5	85
Camshaft support cap bolts	M6	9,8
Camshaft pulley bolt	M8	37
Cylinder head cover nuts	M6	9,8
Sensor emergency pressure oils	-	18
Coolant pump mounting bolts	M6	12
Thermostat cover bolts	M6	12
Bolts securing the cooling system pipe flange to the cylinder block	M6	9,8
Engine splash guard bolts	M8	24
Engine mudguard mounting bolts	M6x1.0	9,8
Front support nut power unit	M12x1.25	59
Stud of the bracket for the lower support of the power unit	M12x1.25	83
Bolt securing the upper right support of the power unit	M12x1.25	74
Nuts securing the bracket of the upper right support of the power unit to the gearbox	M12x1.25	64
Bolts securing the upper right support of the power unit to the spar	M12x1.25	64
Bolts securing the lower front support of the power unit to the spar	M10x1.25	44
Bolts securing the bracket of the lower left support of the power unit to the engine	Ml2x1.25	64
Compressor bracket mounting bolts	M8	24
Nuts for fastening the bracket of the left upper support of the power unit	M12x1.25	54
Bolts securing the left upper support of the power unit to the spar	M10x1.25	44
Bolts securing the rear power unit support to the front cross member	M10x1.25	64
Bolt securing the rear support of the power unit to the bracket	M12x1.25	59
Bolts of the lower fastening of the rear support bracket of the power unit to the engine	M14x1.5	83
Bolt of the upper fastening of the power unit bracket to the engine	M12x1.25	59
Cork drain hole steel oil pan	-	44
Aluminum oil pan drain plug	-	39

Engine - technical condition check

The technical condition of the engine depends on the mileage of the vehicle, the timeliness of periodic maintenance, the quality of the operating materials used, as well as the quality of repairs.

The condition of the engine should be monitored regularly during vehicle operation. Signs of malfunctions may include: the presence of oil drops where the car is parked; the engine control system warning light or the emergency oil pressure warning light comes on; the appearance of extraneous sound (noise, knocking) when the engine is running; smoky exhaust; moving the temperature indicator arrow to the red zone; increased oil consumption, noticeable loss of power. If at least one of the listed signs is detected, it is necessary to conduct a more detailed check. Checking the technical condition of various engine systems is shown in the relevant sections of the chapter.

Rate technical condition the engine can be checked with sufficient accuracy by external signs and using available equipment (compression gauge, pressure gauge for checking the pressure in the engine lubrication system).

To complete the work you will need a compression gauge.

Checking by external signs
1. Place the car on an inspection ditch or overpass (see p. 30, “Preparing the car for maintenance and repair").
2. Inspect the engine from above and below. Oil leaks may indicate wear of the oil seals or damage to the oil pan seal.
3. We start the engine, and the emergency oil pressure indicator lamp should go out. If the warning light comes on at idle after warming up the engine and goes out after increasing the crankshaft speed, then the oil pump gears, crankshaft journals, main and connecting rod bearings may be worn out. If the lamp is constantly on, then the lubrication system or emergency oil pressure sensor may be faulty. We check the oil pressure in the engine lubrication system using a pressure gauge.

Operating a vehicle with insufficient oil pressure in the lubrication system will result in serious engine damage. To avoid injury, when performing the following operation, do not touch moving engine parts (pulleys, belt) or touch hot engine parts.

4. After warming up the engine, listen to its operation.
5. When appearing extraneous noise Using a stethoscope, we determine the area where it can be clearly heard. Based on the nature and location of the emission of extraneous noise, we determine its source and possible malfunction.

A ringing clicking sound under the cylinder head cover, as a rule, indicates increased clearances in the valve drive; uniform noise in the timing belt area may indicate wear tension roller or coolant pump bearing. Knocks at the bottom of the cylinder block and on the side of the oil pan, which intensify with increasing crankshaft speed, are caused by a malfunction of the main bearings. In this case, as a rule, the oil pressure in the lubrication system is low. At idle, this sound has a low pitch, and as the speed increases, its pitch increases. At sharp pressing When pressing the gas pedal, the engine emits something similar to a growl - like “gyr-r-r”. Loud knocking noises in the middle part of the cylinder block are caused by faulty connecting rod bearings. A rhythmic metallic knock at the top of the cylinder block, heard in all engine operating modes and increasing under load, is caused by a malfunction of the piston pins. Muffled knocking sound at the top of the cylinder block cold engine, subsiding and disappearing when warmed up, can be caused by worn pistons and cylinders. Operating a vehicle with faulty bearings and pins will lead to engine failure.

6. If oil consumption has increased, but no signs of leakage are found, then:
1) warm up the engine until operating temperature;
2) disconnect the crankcase ventilation hose from the throttle valve;
3) bring a sheet of paper to the hose; If oil stains appear on the paper, it means the cylinder is worn out. piston group; We determine the degree of wear by compression in the cylinders;
4) if oil mist does not come from the ventilation system, then the cause is increased consumption oil may be wear on the valve stem seals. In this case, the car will have a smoky exhaust.

Operation of an engine with a worn cylinder-piston group, faulty valve stem seals or low-quality fuel leads to premature failure of the catalytic converter and oxygen concentration sensor.

Compression check
1. Check and, if necessary, adjust the clearances in the timing valve drive.
2. Warm up the engine to operating temperature and turn off the ignition.
3. Disconnect the wire blocks from the injectors.
4. Disconnect the ignition distributor wiring harness block.
5. Unscrew and remove the spark plugs.
6. Install a compression gauge in the spark plug hole of one of the engine cylinders.
7. An assistant presses the gas pedal all the way to the floor (so that the throttle valve fully opens) and turns on the starter for 5-10 seconds.

Measurements must be performed with a fully charged battery, otherwise the readings will be incorrect. For a working engine, the compression in the cylinders should be at least 930 kPa, and the difference in compression between the cylinders should be no more than 200 kPa.

8. We remember or write down the readings of the compression meter and reset the device.
9. Similarly, we measure the compression in the other three cylinders.
10. If the compression is less, then use a medical syringe or oil can to pour about 10 cm3 of engine oil into the spark plug holes of the engine cylinders with low compression.
11. Repeat the compression test. If the compression has increased, the rings may have stuck or the piston group may have worn out. Otherwise, the valves do not close tightly or the cylinder head gasket is faulty.

You can try to eliminate valve obstruction with special preparations poured into fuel tank or directly into the engine cylinders (see “Instructions” for the drug). The tightness of the valves can be checked compressed air under a pressure of 200-300 kPa supplied through the spark plug holes. It is necessary to supply air in a position of the camshafts when all four valves of the cylinder being tested are closed. Air will escape through the exhaust system if one of the exhaust valves is faulty, and if one of the intake valves is faulty, then through the throttle assembly. If the piston group is faulty, air will escape through the oil filler neck. The release of air bubbles through the coolant into expansion tank indicates a faulty cylinder head gasket.

Checking oil pressure
1. We prepare the car for work.
2. Start the engine and warm it up to operating temperature.
3. After turning off the engine, remove the emergency oil pressure sensor.
4. Wrap in mounting hole sensor tip of the pressure gauge.
5. Start the engine and check the oil pressure at idle speed and at a crankshaft speed of about 5400 min.

For a serviceable engine warmed up to operating temperature, the oil pressure at rpm idle speed must be at least 70 kPa, and the oil pressure is at high frequency crankshaft rotation - 340 kPa. The engine needs major renovation if the pressure is below normal. If the oil pressure is higher than normal at high engine speeds, the oil pump relief valve (relief valve) is probably faulty.

First generation (1996—2001)

The first generation was produced between 1996 and 2001. At the time of its launch, the car was offered with only one trim option - later this trim level was called LX. The car was equipped with a 2.0-liter 4-cylinder B20B engine producing 126 hp. and a torque of 180 Nm. The engine was special in its own way: unlike other B-series engines, this one had cylinders without removable covers. Four-wheel drive, independent suspension on double parallel A-arms- that's what Honda offered its customers. Inside, the car was comfortable and practical: the rear seats folded down in such a way that there was enough space for organizing a small picnic.

The appearance of the car was recognizable and, at the same time, modest in the Japanese way. The body was lined with plastic covers that were installed on the front and rear bumpers and on the fenders. In most countries the car was sold with a chrome grille, but in the United States the CR-V came with a plastic grille.

The main differences between the LX and EX trim levels were that the EX version was equipped with 15-inch alloy wheels and anti-lock brakes.

The all-wheel drive used in the model requires special mention. And all because the company decided to back it up with two very important systems: ‘Dual hydraulic Pump Rear Differential’ (double hydraulic rear differential pump) and ‘4WD Transfer case’ (transfer case). As for the first technology, it works as follows: the front wheels operate in normal mode under normal road conditions, but if necessary they are ready to transfer part of the torque to rear axle, and automatically, without driver intervention. Transfer case It also allows you to disable all-wheel drive if necessary or in case of emergency operation of ABS.

Later, after the release of the version with automatic transmission, Honda engineers introduced an electronic program called Grade Logic, which helped the car at the ‘bottoms’ when climbing a steep slope. In 2007, by the way, Honda's all-wheel drive underwent dramatic changes - the rear axle began to receive 20% more torque than in all previous cars.

Update

The car's facelift took place in 1999. Despite the fact that the body remained the same, the model received major updates. The main dissatisfaction of consumers was directed precisely not at the appearance, but at the essence of the car - there were complaints about power plants. The previous engine, which had a meager 126 “horses,” barely carried an all-wheel drive frame weighing 1,450 kg. Honda considered and took into account all customer wishes and created a more advanced and powerful engine- B20Z. The volume remained the same - the same 2.0 liters - but the power increased to 146 hp. at 6200 rpm. Torque was 180 Nm at 4500 rpm. In the city, the car consumed 11 liters per hundred, however, in parallel with the reduction in fuel consumption, prices for the updated version increased.

Models with automatic transmission gears began to be equipped with a button to cancel the ‘overdrive’ mode. The interior was also modified - lateral support was improved due to modified seats and a change in material.

In 1999, the European and Asian versions of the model also underwent some changes, primarily external ones: the bumpers were modified (the front became sharper and the rear became smoother), and some new details appeared (for example, a radio antenna). "Nighthawk Black" has been added to the list of colors, while stylish orange has disappeared. The European version features a Honda logo on the grille.

A year later, North American customers received special version models - at the auto show they presented a limited SE package, which clearly stood out from the usual standard models, boasting all kinds of moldings, body kits, sills and spoilers. Comfort and luxury reigned inside: leather seats, a good CD audio system, a chrome radiator grille, tinted rear window. The body received two new exclusive colors: Naples Gold Metallic and Taffeta White. However, this did not help Honda stay at the top; competitors Ford Escape and its clone Mazda Tribute were ahead.

An updated version of the model was produced between 1999 and 2001.

Second generation (2002—2006)

The new, second generation of the CR-V model has undergone fundamental changes in design. This is no longer the first generation, which was based on the seventh generation of the Civic, this is really new car. True, something strange happened with the engine: under the hood of the new generation CR-V, the Japanese installed a 156-horsepower engine. Even though horsepower became larger and the torque increased to 220 Nm, fuel consumption indicators remained the same. Largely due to the use of the I-VTEC system.

The suspension was also updated: there was a MacPherson strut at the front, and an independent suspension on double parallel A-arms at the rear. Through implementation new suspension space in luggage compartment increased to 2.03 cubic meters.

When it was released in 2002 and then in 2003, the second generation CR-V received an honorary award ‘Best compact crossover’, according to the editors of Car and Driver. The car was offered on the market in two versions - the so-called low spec and high spec. Since the release of the new generation and during the first few years, there have been no significant changes in the model. The success of the car on the market arose largely due to the appearance of the Honda Element model in the lineup.

In 2005, the company updated the CR-V. The facelift was mainly carried out on the exterior: rims became 16-inch (before this, cars were equipped with 15-inch wheels by default), the rear optics changed, in particular turn signals, reflectors on rear bumper became longer and narrower, and the radiator grille turned into two massive ribs.

As for the interior, the first thing that catches your eye is the steering wheel, which is equipped with audio system switches and an ‘overboard’ temperature controller. The stereo system now comes equipped with satellite radio by default, and headrests rear seats acquired a more elegant form.

In addition, serious changes were observed in the mechanical component of the new product. Automatic transmission The new CR-V finally became a five-speed transmission, which actually reduced fuel consumption.

In 2005 year Honda launched a campaign called Safety for Everyone, the main task of which was to ensure maximum safety of passengers and driver in European versions car. Thus, in 2005, absolutely all CR-V models were equipped by default ABS systems, electronic distribution braking forces, front and side airbacks with special sensors. At the same time, the basic Australian versions continued to be equipped with only two airbags.

In October 2005, the company introduced a new product - a limited series of Honda CR-V Limited Edition, the premiere of which took place as part of the opening of the international Australian Motor Show. A month after the presentation, the model has already gone on sale. The car was offered exclusively in black and with a lot of different options, such as: alloy wheels, two-color design and other additions.

The EX package, according to tradition and in the spirit of the first generation, at the time of restyling, which took place in 2005, began to be offered to the buyer with body linings. The CR-V SE could be ordered in two versions: with a bumper, a spare tire case, a roof and other plastic trim to match the body color, or simply in black. A more luxurious version could boast a leather interior, side mirrors and electric front seats.

In 2006, the car received two new colors: 'Royal Blue Pearl' and 'Alabaster Silver Metallic' - they were found only in the LX and EX trim levels. In the same year, the Chinese company Shuanghuan Auto produced a clone Japanese crossover CR-V, which was called simply, and most importantly completely differently - SR-V, which caused a wave of dissatisfaction on the part of Honda, which brought charges of plagiarism against the Chinese company.

Third generation (2007 - ...)

The next, already third generation of the model, was presented in 2007. The premiere of the third generation took place at the Paris Motor Show in the fall of 2006. The car received a standard 2.4-liter 4-cylinder 'K' series engine - similar ones were installed on the Accord and Element models. The European market also received a new 2.0-liter R20A ‘buzzer’ of the R-series i-VTEC SOHC type, which can also be found on the latest Civics. The car boasted of efficiency (fuel consumption of the 2.4-liter unit was 13.1 l/100 km, and of the 2.0-liter version with an automatic transmission - 10.9/100 km (with a manual - half a liter less) and low CO2 emissions into the atmosphere.

The new generation boasted a nice option - automatic opening and closing of the trunk door - by the way, used for the first time in this model. A spare wheel stopped installing on back door and hid it in the trunk. Thus, the new generation turned out to be wider, lower and shorter than its predecessor.

As for the technical features, the car now has voice control for the center console and navigation system, XM radio with WMA CD-MP3 player and 6-disc changer. A slot for a memory card has appeared in the center console, and for more comfortable parking, Honda has included a rear view camera in the list of options. American versions, among other things, were also equipped with a separate connector for iPod.

After many years struggle and confrontation in 2007, the Honda CR-V became the leader of the American market in the SUV segment, barely overtaking the Ford Explorer, which occupied this place for 15 years in a row (from 1991 to 2006). To increase demand for its products, the company expanded production, or rather replaced the production assembly line of the Ohio plant with a Honda plant in Ontario, thereby slightly reducing production volumes of the Civic model. As a result, 400 or more CR-V models rolled off the assembly line every day.

Cosmetic and indirect changes include:

chrome plated radiator grille;

change in color of external and internal door handles;

the appearance, instead of one massive armrest with a box, of two simple ones: the previous one could not be accommodated;

replacing the electric booster, as on the two-liter model, with a hydraulic booster;

modification of the all-wheel drive system;

replenishment color range bodies: white (premium white pearl) and dark bronze (deep bronze pearl);

configuration change: the “top” Executive version is now available only with a 2.4 liter engine.

“Comfortable recreational vehicle” is exactly how the name of the Honda CR-V is deciphered and translated.

It is a compact crossover, the first generation of which was produced from 1995 to 2001 Japanese company Honda. The car was assembled at factories in Japan, China and the Philippines.

The Honda CR-V crossover was created on the basis of the Honda Civic. The length of the car is 4470 mm, width – 1750 mm, height – 1675 mm with a wheelbase of 2620 mm and ground clearance 205 mm. When equipped, the car weighs 1370 kg.

The first generation Honda CR-V crossover was equipped with one gasoline engine DOHC. This is a four-cylinder 16-valve engine with a displacement of two liters, producing 130 horsepower and 186 Nm of peak torque. It worked in conjunction with a 4-speed automatic transmission and all-wheel drive system. In December 1998, the engine was modernized, its power increased to 150 “horses”, and a 5-speed gearbox also appeared manual transmission and a version with front axle drive.

The car is equipped with independent spring suspension both front and back. Disc brakes are installed on the front wheels, drum brakes are installed on the rear wheels.

The first generation Honda CR-V crossover is a successful combination of comfort, dynamics, versatility and off-road. The car was equipped with a reliable engine, which had practically no weak points and, with timely and high-quality maintenance, broke down extremely rarely.
The all-wheel drive transmission requires increased attention, and its weak points– rear axle gearbox.
The suspension and gearbox are nothing special, except for the high cost of repairs.

Handling, dynamics and brakes are the positive aspects of the “first” Honda CR-V. And poor sound insulation - negative side crossover.