buying 2021 Honda CR-V Touring First Test: Still the Best
2022 Honda CRF450RL Preview
Honda’s versatile CRF450RL dual sport is back for the 2022 model year.Editor’s note: We’ve ridden Honda’s 450cc dual sport during the 2020 Honda CRF450L MC Commute Review and 2021 Honda CRF450RL MC Commute Review.
They—whoever they are—say it is difficult to be humble when you're the best at what you do, but apparently they forgot to tell that to the, the family hauler that . It's not hard to believe that Honda would make the best compact SUV in the segment—but what exactly makes it so good? We took a refresher drive in a top-of-the-line 2021 Honda CR-V Touring with all-wheel drive and were reminded of everything we love about the CR-V. Let's take a tour, front to back.
We'll start with the engine, a 1.5-liter turbo-four that delivers 190 family-friendly horsepower and 179 lb-ft of torque. It's an engine we waited quite a while for: While other automakers plunged headlong into small-displacement turbocharged engines, Honda bided its time before entrusting the CR-V to such newfangled technology. The engine is a good and decent public servant that pulls the all-wheel-drive CR-V from 0 to 60 mph in an acceptable 7.8 seconds. The engine's wide torque peak—stretching from 2,000 to 5,000 rpm—means it's always ready with a solid shove when you need it.
Honda to drive the hardest? "Do not agree," says Pol Espargaro
© Motorsport Images Pol Espargaro believes with the Honda RC213V to have a bike that suits him after four years on the KTM RC16 Sits Pol Esppargaro in the Sunday with the Grand Prix of Qatar in Losail starting MotoGP season 2021 on the Honda RC213V. In detail, the Spaniard was not able to join his new work tool at the Vorsaaisontest. Nevertheless, his impression after a few test days is already so good that he sees opportunities to achieve his long-term destination World Cup title.
The powertrain's killer app is its continuously variable transmission. CVTs may be the bane of car fanatics everywhere, but this one allows the engine to deliver both good response and respectable fuel economy, with the added bonus of smooth, shift-free acceleration. Stab the accelerator, or just mat it from a standstill, and the CVT snaps off rev changes to better emulate a traditional (and arguably inferior) automatic transmission, reducing the motorboat-like pitch changes to which so many gearheads object. Speaking of noises, we much preferred the 1.5T's constant din to the screaming-or-silent soundtrack in.
Let's move next to the front seats, where the driver faces a large, sensible, and mostly digital instrument cluster. The dash is wreathed with stowage spaces and places to plug in electronic gadgets. Overall, we like the design, especially the way Honda's designers turned the panel seams into design elements. But we hated the Touring's wood trim, which seems awkward and out of place, as if it was used to fulfil some sort of corporate mandate. We think the CR-V's cabin is a much more cohesive design without it.
2021 Honda CRF450RX Dyno Test
How much power does Honda’s all-new top-of-the-line cross-country bike make?For the first time since its introduction in 2017, the CRF450RX enjoys a major overhaul for 2021 with the same updates the motocross-focused CRF450R model received including a new frame, swingarm, hydraulic clutch, bodywork, and more. Honda even spec’d hand guards on the cross-country racer in stock trim, which is something we have yearned for in prior years. The CRF450RX also weighs 7 pounds less than the prior-generation model at 250 pounds wet.
Our bigger beef with the CR-V concerns the infotainment system, which we find unnecessarily complex and difficult to navigate. Most modern stereo/navigation systems have some sort of a learning curve, but no matter how often we drive Hondas—and that's pretty darn often—we just can't get used to their menu structure and the number of button presses it takes to access commonly used features. We're also convinced that the voice-recognition system isn't as good as those in rival SUVs.
Move back to the second row, though, and once again we find little to complain about save for the silly wood trim. The CR-V is one of the roomiest SUVs in its class, and its comfort belies raw numbers, with thoughtful elements such as the generous toe space under the front seats that grants comfort to the long-legged and the 2.5-amp USB ports that charge the devices of the perpetually bored.
Our tour must include the cargo bay, which is big and boxy and lined with hard-wearing materials. On each side you'll see what look like plastic interior door handles from an old Civic. Pull them, and the seat back on that side of the car drops down to extend the loading bay—again, one of those simple things that makes life with an SUV so much easier. Our Touring had a power-operated liftgate, with a second button that makes it a snap to set a lower maximum opening height of the liftgate for low-clearance garages or short-stature owners.
2021 Toyota Corolla Hatchback Manual First Test: Don't Call It Hot
Hot hatchbacks get all the love. Rightfully so; hot hatches such as the venerable Volkswagen Golf GTI and Honda Civic Type R can deliver enthusiasts a driving experience that rivals “proper” sports cars, without sacrificing the usable versatility of a roomy hatchback. The GTI and Type R are excellent vehicles, but plenty of drivers are better served by a less expensive, more efficient hatch that offers both a comfortable ride and a fun driving experience. Enter the 2021 Toyota Corolla Hatchback. Not a hot hatch, a warm hatch.
Closing the liftgate reveals one of our favorite styling elements: the taillights, which seem to float above the sheetmetal. The CR-V isn't exactly the most stylish thing on wheels, at least not compared to the Mazda CX-5, nor the most attention-getting, especially next to the new Hyundai Tucson. Still, kudos to Honda for not trying to make it look like the rough-and-tumble off-roader that it isn't. And those taillights are really cool.
How Does the CR-V Touring Drive?
So those are the pieces, but how do they come together on the drive? For the uninitiated, that will likely prove to be a pleasant surprise. We at MotorTrend are not among the uninitiated, so we headed for our favorite curvy road, where the Honda CR-V once again impressed us with its unexpected competence. Drive the CR-V through the turns at family-unfriendly speeds, and it remains stubbornly composed, with good grip from the tires and very little body roll. The steering is magnificent, with a heavy feel and excellent feedback. The inevitable understeer sets in gently and predictably, and only after prolonged howls of warning from the front tires.
GM Will Build a ‘Large’ Electric SUV for Acura in 2024
GM Will Build a ‘Large’ Electric SUV for Acura in 2024"We are jointly developing two EV SUVs models using GM's Ultium batteries for the North American market as 2024 model year, one for the Honda brand and one for the Acura brand," said an Acura spokesperson in an email to The Drive. "As announced in April 2020, these will be produced by GM.
We purposely aimed at some of the trickier midcorner bumps, and although the CR-V did bounce around on its springs more than a sports car might, it refused to lose its composure. We could justify our twisty-turny outing by saying it's a good indicator of how well the CR-V would handle a sudden emergency maneuver, but the truth is, we had more fun out there than we'd likely admit under direct questioning.
Of course, handling usually comes with a trade-off in ride quality. Here the staff splits; some say the CR-V's ride is fine, while others find it a bit too firm for a family SUV and would gladly trade a little (but not too much!) of its cornering prowess for a little more compliance. While it may be presumptuous to make blanket statements generalizing consumer behavior, we figure most CR-V buyers will encounter irritating jiggling on sectional freeway pavement more often than they'll find themselves clinging tenaciously to curvy canyon roads.
In town the CR-V is easy to see out of and easy to maneuver, if a bit stiff-legged. On the highway the CR-V tracks straight and true, though it lets in a fair amount of wind and road noise, and its adaptive cruise gets tripped up trying to maintain speed on downhill grades. Overall, the driving experience is competent and unfailingly pleasant. If you didn't know any better, you'd thinkand had the formula pretty well worked out.
Honda driver believe in small progress in the Jerez-Test
Pol Espargaro, Takaaki Nakagami and Alex Marquez have done a lot of round during the test day in Jerez - the trio believes that Honda works in the right direction Honda distributed the work in the Mondays test in Jerez on three shoulders. In addition to Pol Espargaro, LCR driver Alex Marquez and Takaaki Nakagami tested various details. Marc Marquez was only for seven laps on the track and then finished the day because of a stiff nude. Test driver Stefan Bradl was not in use.
And what of the competition? The CR-V's longtime rival is, though it comes a distant fifth in our ranking of compact SUVs. We for its slick styling and excellent driving dynamics, as well as the Subaru Forester for its fuel economy and overall value. A notable newcomer is the , which offers back-seat and cargo space to rival the CR-V's. If you can get over the controversial exterior styling, it's an SUV worthy of note.
But noteworthy is one thing; best is another. The 2021 Honda CR-V comes across as humble and unassuming, but it is also unfailingly capable—reasonably powerful and efficient, outstandingly practical, and surprisingly rewarding to drive. That's what makes it number one.
2021 Honda CR-V AWD Touring Pros and Cons
Unexpectedly good handling
Good balance of power and economy
Intractable infotainment system
Silly-looking wood trim
Some might find the ride too stiff
|2021 Honda CR-V AWD Touring Specifications|
|PRICE AS TESTED||$36,720|
|VEHICLE LAYOUT||Front-engine, AWD, 5-pass, 4-door SUV|
|ENGINE||1.5L/190-hp/179-lb-ft turbo DOHC 16-valve I-4|
|TRANSMISSION||Cont variable auto|
|CURB WEIGHT (F/R DIST)||3,521 lb (58/42%)|
|LENGTH x WIDTH x HEIGHT||182.1 x 73.0 x 66.5 in|
|0-60 MPH||7.8 sec|
|QUARTER MILE||16.1 sec @ 86.5 mph|
|BRAKING, 60-0 MPH||119 ft|
|LATERAL ACCELERATION||0.83 g (avg)|
|MT FIGURE EIGHT||27.3 sec @ 0.62 g (avg)|
|EPA CITY/HWY/COMB FUEL ECON||27/32/29 mpg|
|ENERGY CONS, CITY/HWY||125/105 kWh/100 miles|
|CO2 EMISSIONS, COMB||0.67 lb/mile|
2021 Hyundai Elantra vs. 2021 Nissan Sentra: Raising Expectations .
You can probably think of many words to describe your first car—in my case, a 2003 Saturn Ion—but “sporty” or “lively” are likely not among them. Almost two decades since the mostly forgotten Ion was born, compact sedans have turned a corner: Though not all of them are lively or sporty, they deliver the character, spirit, and great looks most first cars didn't. Cases in point: The 2021 Nissan Sentra and 2021 Hyundai Elantra. © Darren Martin 2021 Hyundai Elantra Limited vs 2021 Nissan Sentra SR 8 Both the Sentra and Elantra have been around for decades, but neither was recognized for the way they drove. But things are different today.