Honda CR-V is considered to be a fairly reliable car, especially if it rarely leaves the "off-road". Its structures used a lot of components from other well-known brand models, such as Honda Civic and Honda Accord, which guarantees high stability in the technical plan. Those who plan to often exploit SUV in complex areas of roads or outside them will be disappointed. The rear axle is connected by means of a hydraulic pump that comes into operation with a high delay and transmits only a small part of the torque. Rarely when the rear axle is able to provide real help on off-road. Another drawback is reliability. The coupling and the pump is easy to overload, and with frequent use they soon fail.
Nevertheless, in general, the system of full Honda drive SRV 1 generation is quite stable. However, problems after long years of operation is almost inevitable. Most often, the backlash on the cardan shaft occurs, in the front axles, the oil leaks may appear from the rear axle. "Bridge" can come up if no one has ever changed oil in it.
Loads relatively quickly output and mechanical transmission. Begins to beat the transmission or reveals a cross. Hard operation ultimately ends with wear of bearings and synchronizers. Against this background, the versions with a machine gun look better. Although the automatic transmission is quite obsolete and slow, but subject to the regular replacement of oil, much more durable of the MCPP. It is noteworthy that the gear selection lever in Honda CR-V with a machine gun is located on the steering column, as in American cars.
The geometric patency of Honda CP-B allows much, but the main thing is not to overdo it. The suspension is durable, does not like irregularities. It is best that it feels in operation on the roads with a flat solid coating. The greatest durability is the original components, but they are quite expensive, so the owners are increasingly using cheap analogs that wear out pretty quickly. From here and an opinion appears about the crossover suspension, as not the most good element. Fortunately, the replacement needs, as a rule, small details, such as silent blocks and connectors.
Chassis problems often arise due to overload, which contributes to a spacious body. After several years of such operation, the state of the rear suspension begins to deteriorate. It will be necessary to replace springs and shock absorbers.
Vibrations that go to the steering wheel - a typical trouble with which many Honda owners have collided, not only the CR-V. The ailments arose for many reasons, the detection of which, confirmation and liquidation is not only difficult, but also the road.
The first generation Honda CR-V gasoline engines have deserved a good reputation, especially the B20 series. They are very reliable and hardy. The longevity of the motor is entirely depends on the state of the cooling and valve clearance system. Fitting a fan or radiator defects quickly affect the state of the motor. Cheap analogs of thermostat are short-lived. Unfortunately, many forget about the adjustment of the gap in the valves. In advanced cases, it may be necessary to repair the head of the block. Malfunctions of auxiliary equipment and malfunctions in the operation of electronics are rare.
Most Honda CP-in are well equipped, but electrical equipment often refuses. These are mainly non-serious glitches. Most often power windows are affected, and then mainly due to the mechanical part.
The salon is assembled from good quality materials and looks good even on cars with mileage of more than 300,000 km. Self-supporting CR-V body is hard and well protected from corrosion. Corrosion appears in places hidden from eyes. Therefore, before buying, it is necessary to carefully check the condition of the carrier elements of the suspension, look at the seals and inspect the lower edges of the doors. Because of the spare wheel installed on the trunk door, it is necessary to periodically adjust.
Operating costs
Although Honda CR-V can be purchased for relatively small money, operating costs are evaluated as above average in the class. By virtue of their age, many cars are already worn out. Unfortunately, even with a small gasoline engine, the average fuel consumption will be at least 10 l / 100 km. From the point of view of the ratio of power to fuel consumption, it is much more profitable restyling modification with an engine 147 hp, against the 128th strong version. 2-liter motors are practically different constructively. The changes affected only the intake and exhaust system. The most voracious modification with the machine, but it is more comfortable in control.
The greatest advantage of Honda CP-B is the availability of spare parts. The market is very rich and lack of specialized stores and services. Original road spare parts. Analogs are cheaper, but it is better to purchase better replacements.
Conclusion
Looking for a Honda CR-V, it is better to purchase an instance of a lattern with a more powerful engine. Cars prices are more dependent on the state than from age. If possible, it is necessary to check whether the crossover did not participate in serious accidents - the restoration of geometry is very problematic. It is better to avoid instances, often left off-road. Indirectly about this will be prompted by numerous deformations, dirt and abrasion on the bottom, thresholds and elements of the exhaust system. Be sure to check the condition of the rear axle and differential couplings. The hum in the area of \u200b\u200bthe rear axle in motion indicates problems with differential or multid-wide coupling. During a test trip, it should be accelerated at least up to 120 km / h in order to make sure that there are no vibrations. If they are, then you should understand that their elimination will be difficult or even impossible. Recall that in the case of the CR-V of the first generation, not always vibration caused by unbalanced wheels or unevenly worn tires. Be careful.
Honda CR-V is a five-seater small Japanese crossover, which has so greater demand that since 1995 is available to this day. The model SRV has 5 generations.
HONE HONDA CR-V
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The abbreviation "CR-V" translated from English is deciphered by a "small car for recreation". Production of this model is carried out immediately in several countries:
- Japan;
- Great Britain;
- Mexico;
- Canada;
- China.
Honda CR-V is something average between a small HR-V and an 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
The first version of this car from Honda was presented in the form of a concept in 1995. It is worth noting that SRV was the firstborn in the line of crossovers, which was designed by Honda without help. Initially, it was implemented exclusively in Japanese dealer centers and was viewed as a premium class, as in view of his dimensions, legally established norms exceeded. In 1996, the model for the North American market was published on the Chicago Motor Show.
It should be noted that the first generation of this model was produced only in one configuration, called "LX" and was equipped with a gasoline row four-cylinder engine "B20V", a volume of 2.0 liters and a maximum power of 126 hp. In fact, it was the same, 1.8-liter internal combustion engine, which was installed on Honda Integra, but with some modifications, in the form of an extended diameter of the cylinder (up to 84 mm) and the solid slicer design.
The car body is a carrying construction, reinforced by double transverse levers. The corporate style of the car is plastic lining on the bumper and wings, as well as foldable rear seats and a picnic table, which was located at the bottom of the trunk. Later, the CR-V release in the "EX" configuration was set up, which was completed with the ABS system and alloy discs. The car also had a full drive system (Real-Time AWD), but was performed with the front-wheel drive layout.
Below is a table where the main characteristics of the B20B engine indicated, which was installed on the first version of the SRV and after the rastiling power unit B20Z:
| Name of DVS | B20B. | B20Z. |
|---|---|---|
| Motor Frame, ccmm | 1972 | 1972 |
| Power, hp | 130 | 147 |
| Torque, n * m | 179 | 182 |
| Fuel | AI-92, AI-95 | AI-92, AI-95 |
| Economy, 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 reserved. The only change in the updated version was an upgraded engine that added a little in power and slightly increased torque. Motor acquired an increased compression ratio, an intake manifold was replaced, and also increased the rise of the exhaust valve.
Second version of Honda SRV
The following version of the SRV model has become slightly larger in size and added weight. In addition, the design of the car was completely changed, his platform was transferred to another model Honda - Civic, and a new engine K24A1 appeared. Despite the fact that he had a power of 160 hp and 220 N * m of torque in the North American version, its fuel-economic characteristics remained at the level of the former power units. All this is implemented using the i-VTEC system. Below is a schematic principle of its work: 
Due to the more thoughtful design of the rear suspension of the car, the volume of the trunk was increased to 2 thousand liters.
For reference! The authoritative edition of CAR AND DRIVER in 2002-2003. Identified Honda SRV as "Best Compact Crossover". The success of this car pushed Honda's company to let the more budget version of the Element crossover!
Reystayling this generation CR-V occurred in 2005, which led to a change in the front and rear optics, the radiator grille was updated, the front bumper. An electronic throttle, an automatic transmission (on 5 steps), a final drive system of the full drive, became the most important innovations from the technical point of view.
Below are all power units that have equipped with this model:
| Name of DVS | K20a4 | K24A1 | N22A2. |
|---|---|---|---|
| Motor Frame, ccmm | 1998 | 2354 | 2204 |
| Power, hp | 150 | 160 | 140 |
| Torque, n * m | 192 | 232 | 340 |
| Fuel | AI-95 | AI-95, AI-98 | Diesel fuel |
| Economy, 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 of CR-V was produced from 2007 to 2011 and was distinguished by the fact that the model became noticeably shorter, below, but at the same time wider. In addition, the trunk lid began to open up. Among the changes, it is also possible to note the lack of noise insulation and the presence of a passage pass between the rows of seats.
This crossover in 2007 became the most popular in the American market, while overtaking Ford Explorer, who kept the leading position over long fifteen years.
For reference! Due to the huge demand for the CR-V model, Honda even suspended the release of a new Civic model to use additional production capacity and satisfy interest among buyers!
Reystayling third-generation SRV brought a number of designer changes, among which the bumper, grille, and lanterns. The engine power (up to 180 hp) was increased and the fuel consumption decreased.
Below is the engine table for this generation:
| Name of DVS | K20a4 | R20A2 | K24Z4. |
|---|---|---|---|
| Motor Frame, ccmm | 2354 | 1997 | 2354 |
| Power, hp | 160 - 206 | 150 | 166 |
| Torque, n * m | 232 | 192 | 220 |
| Fuel | AI-95, AI-98 | AI-95 | AI-95 |
| Economy, 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 carried out until 2016.
The car was characterized by a more powerful power unit at 185 hp and a new full drive system. Reystayling was picked by a new version of the engine with a direct injection, as well as a stepless transmission. In addition, CR-V has become much better to manage thanks to new springs, stabilizers and shock absorbers. This car was completed with the following engines:
| Name of DVS | R20A | K24A. |
|---|---|---|
| Motor Frame, ccmm | 1997 | 2354 |
| Power, hp | 150 - 156 | 160 - 206 |
| Torque, n * m | 193 | 232 |
| Fuel | AI-92, AI-95 | AI-95, AI-98 |
| Economy, 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 distinguished by a completely new platform borrowed from Honda Civic X generation.
The line of power units is characterized by the fact that for the American market a special turbocharged engine L15B7 is produced, while in Russia sold versions only with atmospheric gasoline engines.
| Name of DVS | R20A9. | K24W. | L15B7 |
|---|---|---|---|
| Motor Frame, ccmm | 1997 | 2356 | 1498 |
| Power, hp | 150 | 175 - 190 | 192 |
| Torque, n * m | 190 | 244 | 243 |
| Fuel | AI-92. | AI-92, AI-95 | AI-95 |
| Economy, 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 |
Choice of the power unit Honda SRV
DVS, which is equipped with Honda CPV of any generation, are distinguished by good reliability and maintainability. Special problems in the operation of the data owners do not arise, if you make timely maintenance and comply with the recommendations on the optimal choice of engine oil and filters. 
For drivers who prefer a quiet ride, the most rational choice will be an atmospheric gasoline engine R20A9, which has a relatively low fuel consumption and a good driving dynamics. However, he is the most popular in the Russian market.
The car installed gasoline, four-stroke, four-cylinder, inline, sixteen-valular liquid cooling engine.
In the cylinder head, two camshafts are installed: the front for exhaust valves, rear - for intake.
The drive of the camshaft and the coolant pump is carried out by a gear strap from the gear pulley installed on the crankshaft of the engine shaft. The belt tension and the direction of its movement in pulleys is carried out by a tensioner roller. The camshaft cams are affected by valves through a rocker with adjusting screws. During operation, regular testing and adjustment of thermal gaps in the valve drive is required.
The generator, the pump GUR and the air conditioner compressor are powered by polyclinic belts from the crankshaft pulley of the engine.
| Basic data for control, adjustment and maintenance | |
| Engine model | B20V or B20Z. |
| engine's type | Petrol, four-cylinder, row |
| Operation of engine cylinders | 1 - 3 - 4 - 2 |
| The direction of rotation of the crankshaft | Counterclock-wise |
| Cylinder diameter, mm | 84 |
| Piston stroke, mm | 89 |
| Working volume, cm3 | 1973 |
| Degree of compression: B20V | 9,2 |
| Compression ratio: B20Z | 9,6 |
| Number of camshafts | 2 |
| Number of valves on the cylinder | 4 |
| Nominal power net, kW / l. S.: B20V. | 91/126 (5400) |
| Nominal power net, kW / l. S.: B20Z. | 106/146 (6200) |
| Maximum torque net, nm (at the rotational speed of the crankshaft, min1): B20V | 180 (4300) |
| Maximum torque net, n-M (at the rotational speed of the crankshaft, min1): B20Z | 180 (4500) |
For inlet valves |
0,08-0,12 |
| Clauses in the mechanism of drive valve valve on a cold engine (18-20 ° C), mm: For exhaust valves |
0,16-0,20 |
| The minimum speed of rotation of the crankshaft idling: Release cars until 1999; | 700-800 |
| The minimum speed of rotation of the crankshaft idling: Release Cars since 1999; | 680-780 |
| Minimum pressure in the engine lubrication system at an oil temperature of 80 ° C at a crankshaft rotation frequency 3000 min1, kPa | 340 |
| Minimum pressure in the engine lubrication system, kPa | 70 |
| Nominal compression in engine cylinders, kPa | 1230 |
| Minimum allowable compression in engine cylinders, kPa | 930 |
| Maximum allowable compression difference between engine cylinders, kPa | 200 |
| Oil volume in the engine lubrication system (maximum volume of oil drainbled when replacing), l | 4,6 (3,8) |
| Oil used | Motor oil for gasoline engines, energy saving (Energy Conserving) |
| Motor Oil Group by API / ILSAC | SJ / GF-2 and above |
| Motor oil viscosity class by SAE: below - 30 ° C and above +35 ° С | 5W-30. |
| Motor oil viscosity class by SAE: from -20 ° C and above +35 ° С | 10W-30 |
| Moments of tightening of the threaded connections of engine parts | ||
| Name of details | Thread | Tightening torque, nm |
| Bolts fastening the crankshaft root bearing caps | ML1X1.5 | 76 |
| Nut bolts fastening connecting rods | M8X0.75 | 31 |
| M6 | 9,8 | |
| Oil pump fastening bolts | M8. | 24 |
| Crankshaft rear oil holder mounting bolts | M6 | 9,8 |
| Oil pump fastening bolts | M6 | 9,8 |
| Bolts fastening the oil-caliber | M6 | 9,8 |
| Mascavator fastening nuts | M6 | 9,8 |
| Fastening bolts for flywheel (MCP) | M6 | 103 |
| Drive Disc Bolts (ACP) | M12x1.0 | 74 |
| Crankshaft pulley fastening bolt | M12x1.0 | 177 |
| Motor Carther Pallet Mount High | M14x1.25 | 12 |
| Engine Carter Pallet Bolts | M6 | 12 |
| Milking nuts opera | M6 | 9,8 |
| Milking bolts of oil operator | M6 | 9,8 |
| Clutch Carter Cover Cover Bolts / ACP | M6 | 12 |
| Clutch Carter Cover Bolt / ACP | M6 | 29 |
| Cylinder Block Fastening Bolts: 1 - Stage | M12x1.25 | 22 |
| Cylinder head fastening bolts: 2 - stage | M11x1.5 | 85 |
| Bolts fastening the caps of the camshaft | M6 | 9,8 |
| Camshaft pulley attachment bolt | M8. | 37 |
| Cylinder head cover fastening nut | M6 | 9,8 |
| Oil emergency pressure sensor | - | 18 |
| Coolant pump fastening bolts | M6 | 12 |
| Thermostat cover mounting bolts | M6 | 12 |
| Bolts fastening the flange of the cooling system nozzle to the cylinder block | M6 | 9,8 |
| Engine mudguard mounting bolts | M8. | 24 |
| Engine mudguard mounting bolts | M6x1.0 | 9,8 |
| Nut fastening of the front support of the power unit | M12x1,25 | 59 |
| Stilette bracket bottom support for power unit | M12x1.25 | 83 |
| Bolt fastening the upper right support of the power unit | M12x1.25 | 74 |
| Fastening bracket nuts upper right support power unit to gearbox | M12x1.25 | 64 |
| Bolts of fastening the upper right support of the power unit to the spar | M12x1.25 | 64 |
| Bolts of fastening the bottom front support of the power unit to the spar | M10x1.25 | 44 |
| Bolts fastening the bracket of the bottom left pillar of the power unit to the engine | ML2X1,25. | 64 |
| Compressor bracket mounting bolts | M8. | 24 |
| Mounting bracket left top support power unit | M12x1.25 | 54 |
| Bolts fastening the left top support of the power unit to the spar | M10x1.25 | 44 |
| Bolts for fastening the rear support of the power unit to the front cross | M10x1.25 | 64 |
| Bolt fastening the rear support of the power unit to the bracket | M12x1,25 | 59 |
| Bolts of the lower fastening of the rear support bracket for the power unit to the engine | M14x1.5 | 83 |
| Bolt of the upper mounting bracket of the power unit to the engine | M12x1,25 | 59 |
| Carter Steel Pallet Cleane Cork | - | 44 |
| Carter Aluminum Carter Aluminum Pallet Cork | - | 39 |
Engine - Verification of the technical condition
The engine's technical condition depends on the mileage of the car, the timeliness of the periodic maintenance, the quality of the used operational materials, as well as the quality of the repair.
Control the status of the engine should be regularly during the operation of the car. Signs of faults can be: the presence of oil droplets on the site of the car parking; Safety of the control lamp of the engine control system or the control lamp of an emergency oil pressure; The appearance of outsiders (noise, knockout) when engine operation; Smoky exhaust; Moving the arrow of the temperature pointer to the red zone; Increased oil consumption, noticeable power loss. When identifying at least one of the listed features, it is necessary to conduct a more detailed verification. Checking the technical condition of various engine systems is shown in the corresponding sections of the chapter.
It is possible to estimate the engine's technical condition with sufficient accuracy by external features and with the help of available equipment (compressometer, pressure gauge to test the pressure in the engine lubrication system).
A compressometer will be required to perform work.
External signs check
1. Install the car on the viewing ditch or the overpass (see. 30, "Preparation of a car to maintenance and repair").
2. We look at the engine from above and below. Potochimasla may indicate wear of the seals or damage to the sealing laying of the crankcase pallet.
3. Run the engine, while the control lamp of the emergency oil pressure should go out. If the control lamp lights up at idle after the engine warming up and goes out after increasing the speed of the crankshaft rotation, then may be worn out: gears of the oil pump, crankshaft neck, indigenous and connecting rod bearings. If the lamp is constantly on, then perhaps the lubricant system or the oil pressure sensor is faulty. Check the oil pressure in the engine lubrication system using a pressure gauge.
Operating a car with insufficient oil pressure in the lubrication system leads to serious engine damage. To avoid injury, performing the following operation, do not touch the moving parts of the engine (pulleys, belt) and do not touch the heated parts of the engine.
4. After the engine warming, we listen to its work.
5. When an extraneous noise appears with a stethoscope, we define the zone where it is clearly listened. By the nature and place of radiation of extraneous noise, we define its source and a possible malfunction.
Casting sounding sound under the cover of the cylinder head, as a rule, indicates increased gaps in the valve drive, uniform noise in the timing belt zone can indicate the wear of the tension roller or the bearing of the coolant pump. The knocks in the lower part of the cylinder block and the crankcase pallet side, amplifying with an increase in the rotational speed of the crankshaft caused by the malfunction of the native bearings. In this case, as a rule, oil pressure in the lubrication system is low. At idle, this sound has a low tone, and with increasing revolutions, its tone rises. With a sharp press of the gas pedal, the engine makes something similar to the growl - type "Gyr-r-r". Wrought knocks in the middle part of the cylinder block are caused by a malfunction of connecting rod bearings. The rhythmic metal knock at the top of the cylinder block, hearing on all modes of engine operation and amplifying under load, caused by a malfunction of piston fingers. The muffled knock at the upper part of the cylinder block on the non-heated engine, subsided and disappearing when heating, can be caused by worn pistons and cylinders. The operation of the car with faulty bearings and fingers will lead to the failure of the engine.
6. If the oil consumption increased, and the leak traces are not detected, then:
1) warming up the engine to the operating temperature;
2) disconnect the crankcase ventilation hose from the throttle valve;
3) bring paper sheet to the hose; If oil divorces appear on paper, it means that the cylinder-piston group is worn; The degree of wear is determined by compression in the cylinders;
4) If an oil fog does not receive from the ventilation system, it means that the cause of an increased oily consumption is possible is the wear of the oil-challenge caps. In this case, the car will have a smoky exhaust.
The operation of the engine with a worn cylider-piston group, faulty oil-changing caps, or on poor-quality fuels leads to a premature failure of a catalytic neutralizer and an oxygen concentration sensor.
Check compression
1. We check and if necessary, adjust the gaps in the timing of the timing valve.
2. Warm the engine to operating temperature and turn off the ignition.
3. Disconnect wire blocks from the nozzles.
4. Disconnect the ignition dispenser wire harness.
5. Out and remove the spark plugs.
6. Install the compressometer into the cylinder hole of one of the engine cylinders.
7. The assistant presses the gas pedal until the throttle is completely opened) and turns on the starter to 5-10 s.
Measurements should be performed with a fully charged battery, otherwise the readings will be incorrect. A serviceable engine compression in the cylinders should be at least 930 kPa, and the difference in compression between cylinders is not more than 200 kPa.
8. I remember or write the compressometer readings and reset the device.
9. Similarly measure compression in three other cylinders.
10. If the compression is smaller, then the medical syringe or oil fill is about 10 cm3 of the engine oil into the cylinders of the engine cylinders with low compression.
11. We repeat the compression check. If the compression has increased, perhaps "lay" rings or worn piston group. Otherwise, valves are loosely closed or defective the cylinder head laying.
You can try to eliminate the location of the valves with special preparations poured into the fuel tank or directly into the engine cylinders (see "Instructions" to the drug). The tightness of the valves can be checked with compressed air under the pressure of 200-300 kPa supplied through the candle holes. Supply air is necessary with this position of the camshafts when all four valves of the cylinder checked are closed. Air will go through the exhaust gas release system if one of the exhaust valves is faulty, and if one of the inlences valves is faulty, then through the throttle node. If the piston group is faulty, the air will go through the oil refining neck. The output of air bubbles through the coolant in the expansion tank indicates a malfunction of the cylinder head laying.
Checking oil pressure
1. Prepare a car to work.
2. Run the engine and warm it up to the operating temperature.
3. Loading the engine, remove the oil pressure sensor.
4. Watch the tip of the gauge into the seat hole of the sensor.
5. Run the engine and check the oil pressure at idle and at a crankshaft rotation frequency of about 5400 minutes.
In a working, warm-up to the operating temperature of the engine, the oil pressure on idling turnover should be at least 70 kPa, and the oil pressure at the high frequency of rotation of the crankshaft is 340 kPa. The engine needs overhaul if the pressure is below the norm. If the oil pressure at high speed of rotation of the crankshaft is higher than the norm, then probably faulty (reduction) safety valve oil pump.
The "comfortable car for rest" is exactly as deciphered and the name of the car Honda CR-V is translated.
It represents a compact crossover, the first generation of which was produced from 1995 to 2001 by the Japanese company Honda. The assembly of the car was carried out at the factories in Japan, in China and the Philippines.
The Honda CR-V crossover was created on the basis of Honda Civic. The length of the car is 4470 mm, the width is 1750 mm, the height is 1675 mm with the magnitude of the wheel base of 2620 mm and the road list 205 mm. In the curved state, the machine weighs 1370 kg.
The crossover Honda CR-V of the first generation was equipped with a single DOHC gasoline engine. This is a four-cylinder 16-valve motor working volume of two liters, outstanding 130 horsepower and 186 Nm of peak torque. He worked in conjunction with a 4-range automatic transmission and a full drive system. In December 1998, the motor was upgraded, its capacity increased to 150 "horses", and a 5-speed mechanical transmission and a version with the drive on the front axle appeared.
The car is equipped with an independent spring suspension, both in front and rear. On the front wheels, disc braking mechanisms are installed, on the rear - drums.
The first generation Honda Cr-V crossover is a successful combination of comfort, dynamics, versatility and increased passability. The car was equipped with a reliable engine, which practically did not have weaknesses and with timely and high-quality services broke extremely rarely.
All-wheel drive transmission requires increased attention, and its weaknesses are the rear axle gearbox.
The suspension and gearbox are nothing special, except for the cost of repair.
Handling, dynamics and brakes are the positive moments of the "first" Honda CR-V. And unimportant noise insulation is the negative side of the crossover.
