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Review: The New Honda CR-V Has Set a New Benchmark for Japanese SUV’s

Honda has been a prominent player in the SUV segment since 1995, which is when the first-generation CR-V was introduced. In 2002, the second generation debuted, 2007 the third, 2012 the fourth, 2017 the fifth and now, we have the sixth-generation CR-V.

We drove the sixth-generation CR-V in Thailand back in November 2023 before it was introduced here in Malaysia in December and were immediately blown away by its refinement and features.

In Malaysia, the CR-V comes in four variants, the S, E, V and the top of the line e:HEV RS. It truly stands out in the C-segment of SUVs, rivalling models like the Volkswagen Tiguan and Mazda CX-5.

During a recent test drive to Penang, we got to drive the V variant and the e:HEV RS variant. The V variant, priced at RM181,900, features a 1.5 litre turbocharged inline-four petrol with direct injection that produces 193PS and 243Nm of torque.

The e:HEV RS on the other hand is priced at RM195,900, and features a 2.0 litre naturally-aspirated Atkinson-cycle inline-four petrol with direct injection that has an output of 148PS and 190Nm of torque. Why is it so low? Well, because it has an electric motor which has an output of 184PS and 335Nm of torque. No, this is not a combined output. The engine simply acts as a generator that charges up the battery which sends power to the front-mounted electric motor. Through a lock-up clutch, the engine can drive the front wheels directly at higher speeds whenever it is more efficient to do so. So, efficiency is what the e:HEV model does best.

Visually, we find the CR-V to be stunning, especially with the new Canyon River Blue Metallic colour option. The hybrid variant even has an active grille shutter, which has been around since 2017 on models like the Odyssey. But the most eye-catching feature are the taillights. Yes, some might say it looks similar to the Volvo and so on, but that’s a debate for another day. On the CR-V however, it’s a nice finish to the ‘elegant’, yet sporty look.

The standard rims look good, especially the black trim ones that are found on the e:HEV RS. So there is no need to do a rim change. Even if you wanted to, especially for the hybrid variant, you would be making a huge mistake. The hybrid variant comes with wheel resonators which we have actually talked about previously. To simplify it, the resonators assist with noise reduction in the cabin, suppressing annoying road noises, especially on long drives.

Speaking of long drives, we drove the V variant from Kuala Lumpur to Penang and the hybrid variant from Penang back home. Immediately we noticed what a prominent role those resonators play. The road noise that we were hearing in the cabin from the V spec was very obvious but tolerable and in the hybrid variant, that noise was noticeably suppressed. So, kudos to Honda for taking these into consideration.

We asked Honda Malaysia why the resonators were not fitted into the lower variants and Honda stated “The resonators were designed specifically for the hybrid variant for higher noise, vibration, and harshness (NVH) performance, which is why the other variants do not have it.”

On the topic of noise in the cabin, the V spec has a screaming CVT gearbox that may annoy you, especially once you reach higher engine speeds. To some, that may not be an issue, or maybe it’s just us..

However, there is one feature that the V spec has on the inside that we wish the e:HEV had; the wood trim that can be found on the dashboard and door panels.

The e:HEV comes with a silver metallic film trim that is not too bad but lacks the elegant finish that the V spec has. Maybe Honda was going with a more sporty feel that is portrayed by the ‘RS’ trim which features red stitching on the inside.

The term ‘sporty’ is not only applied to the looks of the e:HEV RS, but also to the whole driving experience. There are three driving modes to choose from, which consists of Econ, Normal and Sport mode. It basically enhances the throttle feel and response, and in Sports mode, it is more eager to respond to any demand.

Besides that, the e:HEV RS also does not have a gearbox per say besides for a simpler box for reverse and forward drives. It just does not have ratios in the traditional sense. Honda calls this an e-CVT, perhaps because it would be too complicated to explain to its customers how it works.

To add to the driving pleasure, Honda also included a neat little feature called Active Sound Control (ASC). What this does is that it provides amplified engine sounds and gear-shifting sounds piped back to the cabin through the audio system.

According to Honda, this sound was built from scratch and was not based on the sound created by any internal combustion engine. It was built around what many may consider “sporty” and we were not disappointed at all. It sounds believable and does not have an annoying droning sound like some cars do. So we enjoyed hitting the throttle, adhering to speed limits, of course.

This was a four-hour drive. So was it comfortable? Yes. We took turns driving and, bear in mind that we aren’t exactly the smallest of people, length and width. As mentioned earlier, Honda takes these small things into consideration because the CR-V features body-stabilising seats for front passengers.

The enhanced structure in the back of the seat increases lumbar and pelvic support to create a body-stabilising effect. This helps to prevent fatigue, particularly in the hip and waist area of occupants on longer journeys.

On the way back to KL, we did not do a driver swap so we only had one driver, which is this writer and I drove all the way without making any stops. Not even to empty my tank or fill up the car’s tank. So yes, I can confirm that it is most definitely comfortable.

We even tested the stability of both variants and how they handled the winding roads of Batu Ferringhi. With the hybrid variant, it was smooth and easy, had enough power to shoot out of corners and felt a little bit more stable. The V spec, however, had a more heavier feel on the steering wheel which did not make the turns feel as smooth. But both variants kept the front passengers in place because of the seats.

If you’re a family man with kids at the back, this will not matter because you aren’t supposed to be shooting out of corners anyway.

If you do have kids, the CR-V comes with rear ISOFIX child seat anchors and you will not have to worry about baggage space as it comes with 589-litre of boot space.

When it comes to prioritising the safety of both you and your family, the CR-V ensures peace of mind with an array of advanced safety features. These include eight airbags strategically positioned throughout the vehicle, encompassing front, side, side curtain, and knee protection.

Additionally, the CR-V is equipped with enhanced stability provided by the Vehicle Stability Assist (VSA) system, complemented by Anti-lock Braking System (ABS) with Electronic Brakeforce Distribution (EBD) and Brake Assist for optimal braking performance.

The Auto Brake Hold feature offers convenience in traffic, while Hill Start Assist and Hill Descent Control bolster confidence in challenging terrain. Agile Handle Assist (AHA) contributes to responsive handling, and the Emergency Stop Signal alerts surrounding vehicles in sudden braking situations.

Seat belt reminders for all seats ensure occupants’ restraint, while Auto Door Lock adds an extra layer of security. Active Noise Control fosters a serene cabin environment, while the Honda Connect telematics system keeps you connected on the go.

The Honda Sensing driver assistance suite encompasses advanced features such as Forward Collision Warning (FCW), Autonomous Emergency Braking (CMBS), Adaptive Cruise Control (ACC) with Low-Speed Follow (LSF), Road Departure Mitigation (RDM), Lane Departure Warning (LDW), Lane Keeping Assist (LKAS), and Automatic High Beams (AHD). Furthermore, the Lead Car Departure Notification feature enhances driving awareness, collectively ensuring a safer and more confident driving experience.

As for entertainment, the e:HEV RS features a 10.2-inch TFT fully digital instrument panel and a 12-speaker Bose Premium audio system which is the first time that Honda Malaysia is offering a premium sound system for its locally-assembled model.

However, there is one thing that we wish Honda would fix. The LaneWatch system. We get that it is helpful to watch out for vehicles nearby, but when you turn on the left indicator, the LaneWatch system just overrides the entire infotainment system which means, you won’t be able to see your GPS screen until you turn off the indicator. And this can be particularly annoying when you need to watch out for where to turn next.

Thankfully, we managed to drive this SUV around Penang without bumping into anything or anyone. We say this because the new body, compared to the previous generation, has an 80mm increase in length, 10mm in width, and a 40mm greater wheelbase. The enormity of the new CRV is hard to describe, but as soon as you see it, you will realise how big it is.

Despite being bigger and heavier, which we thought might result in higher fuel consumption, we saw the opposite of that. After fuelling up in Penang, we had a total range of 778km in the hybrid variant. Upon arrival in KL, we had a total of 280km left. The V spec does not lack in this department too as we did not have to fuel up on the way to Penang.

Overall, the CR-V presents itself as the ultimate SUV for the price, excelling in comfort, space, and driving experience. It is no surprise then that Honda Malaysia has already sold over 6000 units in just three months.

Specifications:

1.5 V AWD:

Engine: 1.5 litre DOHC VTEC Turbo engine

Power: 193PS @ 6000rpm

Torque: 243Nm from 1,700 to 5,000rpm

Gearbox: CVT

0-100km/h: 10.4 seconds

Top speed: 200km/h

Price: RM181,900

2.0 e:HEV RS:

Engine: 2.0-litre, 4-cylinder, DOHC

Power: 184PS @ 5,000rpm

Torque: 335Nm @ 2000rpm

Gearbox: e-CVT

0-100km/h: 9.0 seconds

Top speed: 187km/h

Price: RM195,900

We like: Comfort, space and augmented sound

We don’t like: LaneWatch and its slow wireless charging

Merancang Untuk Menukar Rim Pada Honda CR-V e:HEV RS Anda? Fikir Semula

Kebanyakan peminat kereta suka ubah suai kereta baru mereka, walaupun mereka tahu bahawa tindakan tersebut mungkin akan memberi kesan kepada jaminan kereta. Salah satu modifikasi yang biasa dilakukan adalah menukar rim untuk memberikan penampilan yang lebih “sporty” kepada kenderaan mereka. Walau bagaimanapun, dengan Honda CR-V e:HEV RS baharu, tindakan tersebut akan mengambil keluar satu ciri penting yang ada pada SUV ini: resonator tayar.

Bunyi berterusan yang dikeluarkan oleh tayar semasa memandu di lebuh raya boleh menjadi punca gangguan bagi pemandu. Bunyi ini berpunca daripada resonans yang berlaku di dalam ruang kosong tayar apabila bertembung dengan permukaan tidak rata di jalan. Bagi pengeluar kereta yang bertujuan untuk menawarkan pengalaman memandu yang lancar dan senyap, ini merupakan cabaran yang besar. Untuk mengatasi masalah ini, resonator tayar telah dibangunkan, menggunakan penyerap resonator kosong untuk meredakan resonans yang tidak diingini dan memastikan perjalanan yang tenang dan selesa.

Bunyi yang dihasilkan di dalam tayar menyerupai bunyi resonans tiub apabila memantul bola keranjang atau bola tampar di atas permukaan keras. Dalam kereta, resonans tiub ini, bersama-sama getaran yang menyertainya, bergerak dari roda melalui sistem suspensi dan masuk ke dalam kabin, mencipta bunyi yang tidak diingini dan mengganggu.

Honda memulakan misi untuk mengurangkan masalah bunyi ini. Mengiktiraf bahawa frekuensi resonans tiub berbeza berdasarkan bentuk dan isi padu penutup udara – sama seperti bunyi yang dihasilkan apabila memantul jenis bola yang berbeza – membawa kepada pemahaman bahawa saiz tayar menentukan kekerapan resonans tiub. Dengan pemahaman ini, Honda mencipta kaedah untuk menangani resonans tiub dengan menghasilkan gelombang bunyi yang meneutralkan kekerapan khusus ini.

Untuk mencapai ini, Honda meneroka konsep resonans Helmholtz, di mana bunyi dihasilkan apabila udara ditiup melintasi pembukaan sebuah bekas, seperti botol kosong, dengan bentuk bekas dan isi padu udara menentukan kekerapan yang dihasilkan. Dengan menggunakan prinsip ini, Honda mencipta penyerap resonans yang melingkari roda, mampu mengeluarkan gelombang bunyi yang sepadan dengan kekerapan resonans tiub yang dihasilkan oleh tayar. Reka bentuk inovatif ini berkesan menyekat bunyi yang tidak diingini dan meningkatkan pengalaman memandu secara keseluruhan.

Kini, anda mungkin mempunyai idea bahawa anda boleh membeli resonator tayar secara berasingan dan menggunakannya pada rim baru anda, tetapi semasa sidang media baru-baru ini, Honda menyatakan bahawa ini tidak mungkin dilakukan. Encik Sarly Adle Sarkum, Presiden dan Ketua Pegawai Operasi Honda, menyatakan, “Seseorang telah cuba untuk membeli resonator tayar dan menggunakannya pada varian CR-V yang lebih rendah, dan itu tidak mungkin kerana ia tidak akan sepadan.”

Apabila Piston Malaysia bertanya kepada Encik Yujiro Sugino, Penyelaras Eksekutif, dan Encik Eisuke Sato, Ketua Projek Besar (CR-V), sama ada resonator roda, serta sistem bunyi Bose akan diperkenalkan ke dalam varian yang lebih rendah, mereka menyatakan, “Terdapat kemungkinan untuk melakukannya, tetapi kami perlu mempertimbangkan kedudukan model dan apa yang diperlukan untuk model-model tersebut.” Sugino juga menyatakan bahawa “Resonator tayar tersebut direka khas untuk varian hibrid untuk prestasi bunyi, getaran, dan kekasaran (NVH) yang lebih tinggi, itulah sebabnya varian lain tidak memilikinya.”

Dalam perkara yang lain, memandangkan Honda City kini datang dalam lima varian berbanding empat sebelum ini kerana versi petrol sekarang juga mempunyai model RS sendiri, kami bertanya jika konsep yang sama akan digunakan untuk CR-V baru, dan Sugino menjawab dengan “Sehingga kini, tidak.” Ia akan menjadi sentuhan yang bagus jika Honda melakukannya.

Apabila ditanya tentang pengenalan varian hibrid AWD, serupa dengan yang ditawarkan di Thailand, Sugino berkata, “Jika kami melakukannya, kami akan menambah pilihan varian lain, yang akan memberikan pelanggan lebih banyak pilihan tetapi pada masa yang sama ia tidak akan menjadi optimal untuk kecekapan dalam pengeluaran, itulah sebabnya kami memutuskan yang terbaik adalah pilihan 2WD.”

Planning on Changing The Rims on Your Honda CR-V e:HEV RS? Think Again

Most car enthusiasts love modifying their brand-new cars, knowing that doing so may affect the warranty. One common modification is a rim change to give their rides a more “sporty” look. However, with the new Honda CR-V e:HEV RS, doing so may take away one important feature that the SUV has: the wheel resonators, also known as noise-reducing wheels.

Continuous noise emitted by tyres while driving on highways can become a source of irritation for drivers. This noise results from resonance occurring within the hollow spaces of the tyres when encountering uneven surfaces on the road. For automobile manufacturers aiming to offer a smooth and quiet driving experience, this has posed a significant challenge. To address this issue, noise-reducing wheels have been developed, employing hollow resonators to dampen unwanted resonance and ensure a serene and comfortable ride.

The noise produced within the tyre resembles the resonant sound of bouncing a basketball or volleyball on a hard surface. In cars, this pipe resonance, along with accompanying vibrations, travels from the wheels through the suspension and into the cabin, creating undesirable and bothersome noise.

Honda embarked on a mission to mitigate this noise problem. Recognising that the frequency of pipe resonance varies based on the shape and volume of the air enclosure—similar to the differing sounds produced when bouncing different types of balls—led to the realisation that tyre size determines pipe resonance frequency. Armed with this understanding, Honda devised a method to counteract pipe resonance by generating sound waves that neutralise this specific frequency.

To achieve this, Honda explored the concept of Helmholtz resonance, where sound is produced when air is blown across the opening of a container, such as an empty bottle, with the container’s shape and air volume dictating the resulting frequency. Leveraging this principle, Honda devised a resonator encircling the wheel, capable of emitting sound waves matching the frequency of pipe resonance generated by the tire. This innovative design effectively suppresses unwanted noise, enhancing the overall driving experience.

Now, you may have the idea that you can purchase the wheel resonators separately and apply them to your new rims, but during a recent press conference, Honda stated that it is not possible to do so. Mr. Sarly Adle Sarkum, President and Chief Operating Officer of Honda, stated, “Someone had tried to purchase the resonators and apply them on the lower variant CR-Vs, and that’s just not possible because it would not fit.”

When Piston Malaysia asked Mr. Yujiro Sugino, Executive Coordinator, and Mr. Eisuke Sato, Large Project Leader (CR-V), about the wheel resonators, as well as the Bose sound system being introduced into the lower variants, they stated, “There is a possibility of doing so, but we would need to consider the model positioning and what is required for those models.” Sugino also stated that “The resonators were designed specifically for the hybrid variant for higher noise, vibration, and harshness (NVH) performance, which is why the other variants do not have it.”

On another note, since the Honda City now comes in five variants rather than the previous four since the petrol versions now also have their own RS model, we asked if the same concept would be applied to the new CR-V, and Sugino replied with a simple “As of now, no.” It would be a nice touch if Honda did so.

When asked about the introduction of the AWD hybrid variant, similar to the one offered in Thailand, Sugino said that “If we were to do so, we would be adding another option of variant, which would give customers more choices but at the same time it would not be optimal for efficiency in production, which is why we decided it was best to go with the 2WD option.”

Honda CR-V e:FCEV 2025 Dilancarkan Di Amerika dengan Jarak Pemanduan 434km

Honda CR-V e:FCEV 2025 mungkin kelihatan serupa dengan rakan sejawat konvensionalnya, tetapi ciri yang membezakannya terletak pada persediaan hidrogen plug-in, seperti yang ditunjukkan oleh dua penutup bahan api. Tidak seperti hibrid plug-in tradisional, CR-V ini menggabungkan persediaan sel bahan api dengan pek bateri, menjadikannya tawaran unik di pasaran.

Dirujuk sebagai satu-satunya kenderaan penumpang elektrik sel bahan api yang dibuat di Amerika, SUV ini membanggakan konfigurasi kuasa yang canggih. Ia mempunyai motor elektrik yang dipasang di hadapan yang menghasilkan kuasa sebanyak 174hp dan 310Nm tork. Tangki gas hidrogen yang ditekan, dengan kapasiti 4.3 kilogram, memberikan julat pemanduan yang disahkan oleh EPA sebanyak 434km. Selain itu, bateri berkapasiti 17.7 kilowatt-jam yang berasingan menawarkan julat elektrik yang dianggarkan oleh EPA sebanyak 46km.

Dengan menggabungkan keupayaan pengecasan dwi-hala seperti hibrid plug-in konvensional dan EV bateri, CR-V e:FCEV termasuk penyambung bekalan kuasa yang boleh memberikan sehingga 1,500 watt kuasa melalui soket piawai 110 volt. Ciri ini membolehkan pengguna untuk menghidupkan pelbagai peralatan, peralatan perkhemahan, alat, dan juga penyejuk udara mudah alih.

Memandangkan taburan berat SUV yang unik, Honda telah menala semula sepenuhnya sistem suspensi pada kedua-dua gandar hadapan dan belakang. CR-V e:FCEV menggunakan susunan suspensi depan MacPherson strut dan belakang multi-link. Penambahbaikan dalam ketegaran sisi dan kilasan belakang, masing-masing meningkat sebanyak 10 peratus dan 9 peratus, berbanding model enjin pembakaran, dicapai melalui pelaksanaan bar penstabil, peredam dan spring baharu.

Model ini menandakan penampilan pertama Honda dari generasi kedua modul sel bahan bakar, yang dikembangkan bersama General Motors dan dikeluarkan di Michigan. Peningkatan yang ketara termasuk peningkatan kecekapan, daya tahan, penyempurnaan, dan keberkesanan kos berbanding dengan pendahulunya. Kos pengeluaran untuk sel bahan api telah berkurang secara ketara sebanyak dua pertiga berbanding dengan Clarity Fuel Cell yang dihentikan pengeluarannya.

Dari segi visual, CR-V e:FCEV menampilkan elemen reka bentuk yang berbeza untuk membezakannya dari model yang bukan hidrogen. Perubahan kepada fender hadapan, bumper, tailgate separuh hitam, lampu belakang yang clear, dan rim aloi hitam 18 inci dengan reka bentuk 10 batang menyumbang kepada estetika uniknya. Di bawah kenderaan, underfloor yang sepenuhnya tertutup meningkatkan aliran udara untuk meningkatkan kecekapan.

Untuk tahun model 2025, CR-V e:FCEV akan ditawarkan secara eksklusif sebagai tahap pelengkap Touring, dengan senarai ciri standard yang komprehensif. Dari kerusi depan yang boleh diselaraskan secara elektrik dan dipanaskan, hingga sistem bunyi Bose 12 pembesar suara, trim Touring termasuk kemudahan mewah seperti kawalan iklim dua-zon, stereng yang boleh dipanaskan, pintu belakang kuasa, dan pad pengecasan tanpa wayar. Ciri teknologi standard termasuk skrin sentuh 9 inci, kluster instrumen digital 10.2 inci, dan keserasian tanpa wayar dengan Apple CarPlay dan Android Auto.

Dijadualkan untuk disewakan di California pada akhir tahun ini, Honda CR-V e:FCEV 2025 merupakan langkah penting dalam komitmen Honda kepada mobiliti lestari dan teknologi inovatif.

2025 Honda CR-V e:FCEV Makes Debut In America with 434km of Driving Range

The 2025 Honda CR-V e:FCEV may appear similar to its conventional counterparts, but its distinguishing feature lies in its plug-in hydrogen setup, as indicated by the two fuel caps. Unlike traditional plug-in hybrids, this CR-V combines a fuel cell setup with a battery pack, making it a unique offering in the market.

Referred to as the only fuel-cell electric passenger vehicle made in America, the compact SUV boasts a sophisticated powertrain configuration. It features a front-mounted electric motor generating 174hp and 310Nm of torque. The compressed hydrogen gas tank, with a capacity of 4.3 kilograms, provides an EPA-certified driving range of 434km. Additionally, the separate 17.7-kilowatt-hour battery pack offers an EPA-estimated 46km of electric range.

Incorporating bidirectional charging capabilities akin to conventional plug-in hybrids and battery EVs, the CR-V e:FCEV includes a power supply connector that can deliver up to 1,500 watts of power through a standard 110-volt outlet. This feature enables users to power various appliances, camping equipment, tools, and even portable air conditioners.

Given the unique weight distribution of the SUV, Honda has completely re-tuned the suspension system at both the front and rear axles. The CR-V e:FCEV utilises a MacPherson strut front and a multi-link rear suspension setup. Improvements in rear lateral and torsional rigidity, up by 10 percent and 9 percent, respectively, over combustion engine models, are achieved through the implementation of new stabiliser bars, dampers, and springs.

This model marks Honda’s debut of the second generation of its fuel cell module, co-developed with General Motors and manufactured in Michigan. Notable enhancements include increased efficiency, durability, refinement, and cost-effectiveness compared to its predecessor. Production costs for the fuel cell have been substantially reduced by two-thirds compared to the discontinued Clarity Fuel Cell.

Visually, the CR-V e:FCEV features distinct design elements to set it apart from its non-hydrogen counterparts. Changes to the front fenders, bumper, partially black tailgate, clear taillights, and 18-inch black alloy wheels with a 10-spoke design contribute to its unique aesthetic. Underneath the SUV, a fully closed underfloor improves airflow for enhanced efficiency.

For the 2025 model year, the CR-V e:FCEV will be exclusively offered as a Touring trim level, boasting a comprehensive list of standard features. From electrically adjustable heated front seats to a 12-speaker Bose sound system, the Touring trim includes luxurious amenities such as dual-zone climate control, a heated steering wheel, a power tailgate, and a wireless charging pad. Standard technology features include a 9-inch touchscreen, a 10.2-inch digital instrument cluster, and wireless compatibility with Apple CarPlay and Android Auto.

Scheduled for lease availability in California later this year, the 2025 Honda CR-V e:FCEV represents a significant step forward in Honda’s commitment to sustainable mobility and innovative technology.

Review: Honda Civic Type R FL5 – How Much Better Is It Than The FK8?

The year 2024 is not a good time to be a car fan. Sure, you have some mega cars from the likes of Bugatti, Ferrari, Porsche and Aston Martin, but you have to have some deep pockets to be able to indulge in those.

The advent of technology has made it possible to create stratospheric power and aerospace levels of aerodynamics to ensure a car never leaves the ground. But all of this comes at a price, figures that would leave some rich folks short of breath.

On the other hand, the 90s and the noughties were probably the best times for car fans. Technologies from the 80s such as turbochargers and all-wheel-drive systems had been perfected and came together to create such monstrosities as the Nissan GT-R, the Lancia Delta Integrale and even Audi’s RS series of power-mobiles.

And car companies thought of the regular man as well. Ford created the Focus RS, Renault had the mighty Clio, Peugeot with its 308, Mazda its MX-5 and Honda had its Type R. Closer to home, even Proton had something that just about anyone could appreciate – the beloved Satria GTi.

And then something changed somewhere.

In the ever-evolving world of automotive tech, cars needed to produce more power, be faster, look better and stick to the road like a lizard to the wall. And unfortunately, this meant that cars that were once fun and affordable had become more expensive because evolution requires tech and tech is not cheap.

We wouldn’t go so far as to say that electric car’s stole all the fun, but there does lie some blame there. But that’s a debate for another time.

Back tracking to the time when cars were cheap and cheerful, the Civic Type R (CTR) was introduced in 1997 and was based on the EK9 Civic. While some of its competitors relied on force induction to create massive power, Honda went a different route and refined its popular VTEC technology.

The B16B engine of the EK9 Civic is still one of the finest small displacements, naturally-aspirated engines ever made and is still highly sought after by enthusiasts. It created most of its power at the upper end of the 8000rpm redline, which meant that you had to keep the engine on the boil to extract every bit of horsepower. That combined with a livewire chassis and grippy tyres provided a driving experience that is extinct in today’s cars.

Then came the evolution of Type R models such as the Integra Type R models with legends such as the DC2 and DC5. Arguably one of the most memorable of the Civic Type R’s is the 2007 FD2 which was very much a race car for the road with its ultra-stiff suspension, specially developed tyres and once again, an engine that screamed so loud that it would put your former lover to shame.

The subsequent iterations were softened a little as European legislations creeped in. Things like carbon and noise emissions began to threaten the purity of the Type R brand, but fortunately we Asians got none of those models except for in the parallel import market.

Then came the Civic Type R FK8R. It was the second CTR model that came with a turbo engine after the FK2. And despite being developed in Europe, it was heavenly.

But it was unlike older CTR’s, it was heavy, came with adaptive suspension and drive modes, and it was comfortable, a word that could never be used in the same sentence as a Honda Type R.

It did not forget the driver though, for the initiated, it offered one of the greatest manual gearboxes ever made and the turbocharger complemented Honda’s VTEC system perfectly.

Fans of Honda’s naturally-aspirated engines had a hard time faulting it. It also became the fastest front-wheel-drive car to lap the legendary Nurburgring-Nordschleiffe in Germany.

And just when fans and enthusiasts thought that it could not get any better, Honda took the wraps off the Civic Type R FL5 – arguably the greatest Type R, ever.

The new CTR FL5 shares a lot with its predecessors, particularly the powertrain and suspension components.

But while the older model had aggressive styling such as the double spoilers, fins and wings that just looked rude, the newer model is refined and socially acceptable. It looks more matured with its styling, which is every bit as functional. In fact, at 200km/h, the design of the CTR FL5 generates 100kg of downforce to further push the car down to maximise grip.

Just like before, there are several vents and fins that channel air in and around the car to also keep things like the engine and brakes cool.

The real spectacle though is inside the car and in the way it drives.

Current Honda Civic owners will find the interior to be quite familiar, but that is to be expected considering that all Type R’s are built upon the base Civics. So, your Civic Hybrid has the same dashboard as the Type R, except that the Type R has and only comes with a six-speed manual gearbox. So, you could spend RM80,000 on a body kit for your Civic, but it will never be a Type R.

On the topic of manual transmissions, the gear knob in the old FK8 is circular and made of aluminium. The one in the FL5 is also made of aluminium but is shaped like a teardrop and it weighs 230 grammes more.

The reason behind the heavier gearknob is that Honda apparently figured that by adding more weight to the knob, it makes the shifts feel more natural, sleeker even. And after jumping into the FL5 after hours behind the wheel of the FK8, the shifts are buttery and precise.

The steering column too has been reworked and this makes it feel lighter, faster and more communicative at the same time. The Alcantara wrapped steering wheel is always twitching and chatting with your palms, sending little nuggets of information back to your brain about what is happening with the tyres.

In comparison, the steering of the FK8 feels heavy and dull.

The real show begins when you drive. Both cars have drive modes – Comfort, Sport and R. But the newer CTR has an individual mode that lets you customise how you want the car to feel, you can have the suspension set to comfortable, the steering set to sport and the engine set for maximum response.

The new car also feels more eager to get off the line. Both are powered by the same 2.0-litre, four-cylinder, turbo-VTEC engine, except that the new CTR produces 319 and 420Nm while the previous one offered 310PS and 400Nm.

That’s not a lot of power difference but the FL5 has other tricks up its sleeves. The turbocharger for one has been re-engineered and now responds quicker. The flywheel is also 18% lighter and this helps to reduce inertia by 25%, which ultimately results in a car that feels more eager and accelerates harder.

In terms of numbers, the new model reaches 100km/h from a dead stop in just 5.5 seconds, while its predecessor took 5.7. You may think that 0.2 seconds can barely be felt, but the FL5 just feels wilder from the moment you take your foot off the clutch.

The FL5 is a bigger car too, much bigger than a Golf R or a Mercedes-Benz A45S AMG, and perhaps closer in size to a BMW 3-Series. But in Sport or R mode, it dances at the edge of grip and rarely feels like it is about to edge into an understeer.

Some describe the FL5 as a grip gorilla; we can understand why as it can charge into corners with the rear neatly tucked in and slingshot out where previous models would just slide into the barriers when you overload the tyres.

But you can also take it easy with the new CTR, and that makes us think that Honda has made a sports car for those 90s kid that are growing old but never want to grow up. These people need space for the family, so Honda fitted a huge booth with foldable rear seats.

These people also need space for the family, so the rear seats come with ISOFIX mounts and cupholders. They need to keep the family comfortable, so the suspension does a great job at keep the occupants comfortable, though the very audible tyre roar is a clear indication of what this car really is underneath.

And on Sundays when the kids and the wife are asleep, these people wake up at 6am to go barrelling down their favourite roads with the rev-match function making them feel like driving gods as they carve corner after corner, appreciating the decades of engineering that has gone into making one of the finest driver’s cars this decade has seen.

By 11am, they are back with the family, and the car has mellowed down and is ready for Sunday lunch with the family at the local banana leaf shop. On the way, the wireless Apple Carplay or wired Android Auto keeps the occupants entertained. There are safety systems to keep the family secure while features like adaptive cruise control and ultra-comfortable sport bucket seats make long journeys bearable.

It is a pity that the world has evolved into a place where such cars may soon go the way of the Dodo, but we can all be thankful that there are manufacturers like Honda who still care about driving pleasure. The only thing that stands in the way is the RM399,900 asking price.

Specifications:
Engine: 2.0-litre, 4-cylinder, VTEC, Turbo
Power: 319PS @ 6500rpm
Torque: 420Nm @ 2600rpm
0-100: 5.5 seconds
Top speed: 272km/h (Limited)
Price (As Tested): RM399,900

We like: Everything
We don’t like: Might be the last of the fun Honda cars

Sony dan Honda Afeela Memperkenalkan Sedan Elektrik Futuristik

Afeela, usaha sama antara Sony dan Honda, memperkenalkan versi yang dikemas kini dari produk pertamanya, sebuah sedan elektrik, di CES 2024. Sedan tersebut, yang masih belum diberi nama, menampilkan reka bentuk yang disemak semula dan butiran powertrain yang lebih spesifik. Ia akan mempunyai sistem pemanduan empat roda dengan motor elektrik 241hp pada setiap gandar dan bateri 91.0 kWh yang mampu mengecas sehingga 150 kW.

Afeela merancang untuk melancarkan sedan tersebut di Amerika Syarikat pada tahun 2026, setelah debut pada tahun 2025. Walaupun pesanan untuk sedan akan dibuka pada tahun 2025, jualan sebenar dijangka bermula pada tahun berikutnya.

Selain dari sedan, Afeela bercadang untuk memperkenalkan dua lagi kenderaan elektrik dalam beberapa tahun akan datang. Pada tahun 2027, sebuah SUV elektrik yang berkait rapat dengan sedan akan diperkenalkan, diikuti oleh model kompak pada tahun 2028. Model-model ini akan berkongsi platform untuk mengurangkan kos dan masa pembangunan.

Model kompak itu, kira-kira saiz sebuah Toyota Corolla, kemungkinan akan berkongsi komponen dengan barisan kenderaan elektrik Honda. Untuk mengekalkan kos rendah, beberapa peralatan dan fungsi mungkin akan dikecualikan dari model kompak tersebut.

Laporan menunjukkan bahawa sedan Afeela akan berharga lebih dari 10 juta yen di Jepun, kira-kira RM318,189.

Sony and Honda’s Afeela Unveils Electric Sedan, Plans for Future SUV Model

Afeela, the joint venture between Sony and Honda, showcased an updated version of its first product, an electric sedan, at CES 2024. The sedan, which remains unnamed, features a revised design and more specific powertrain details. It will feature an all-wheel drive with a 241hp electric motor on each axle and a 91.0-kWh battery capable of charging up to 150 kW.

Afeela plans to launch the sedan in the U.S. in 2026, following its debut in 2025. While orders for the sedan will open in 2025, actual sales are expected to commence the following year.

In addition to the sedan, Afeela intends to introduce two more electric vehicles in the coming years. In 2027, an electric SUV closely related to the sedan will be introduced, followed by a more affordable compact model in 2028. These models will share a platform to reduce costs and development time.

The compact model, roughly the size of a Toyota Corolla, will likely share parts with Honda’s lineup of EVs. To keep costs down, certain equipment and functions may be omitted from the compact model.

Reports indicate that the Afeela sedan will be priced at over 10 million yen in Japan, approximately RM318,189.

Honda BR-V Edisi N7X Baharu: Nampak Hebat Tetapi Adakah Ia Akan Masuk Malaysia?

Peminat Honda di seluruh Asia Tenggara bergembira dengan pelancaran Edisi Honda BR-V N7X di Indonesia International Motor Show (IIMS) 2024, penggemar kereta Malaysia pula terpaksa berfikir; adakah model edisi istimewa ini akan tiba di jalan raya Malaysia?

Kenyataan sebenar dan kenyataan yang pahit ialah adalah tidak mungkin bagi BR-V baru ini ditawarkan di sini, kerana BR-V telah dihentikan pengeluarannya di pasaran Malaysia tahun lalu, dan digantikan oleh WR-V.

Menurut Yujiro Sugino, Koordinator Eksekutif Honda Malaysia, BR-V dihentikan pengeluarannya kerana kelas SUV mempunyai potensi pasaran yang lebih besar, terutamanya di celah di bawah HR-V.

Tetapi mari kita lihat spesifikasi Honda BR-V N7X yang baru dilancarkan.

Dengan elemen reka bentuk yang menarik minat terinspirasi oleh model konsep N7X yang futuristik, Edisi BR-V N7X sudah menarik perhatian. Dari aksen krom menarik yang mempercantik gril hingga aksen hitam glossy yang licin dan rim aloi hitam 17 inci, setiap butiran memancarkan kesan kemewahan dan gaya.

Selain itu, pengenalan Edisi BR-V N7X dalam warna sand khaki pearl baru menambah sentuhan elegan kepada kenderaan ini yang sudah menarik perhatian, membezakannya dari pendahulunya.

Di bawah hud, Edisi BR-V N7X mengekalkan enjin 1.5 liter DOHC i-VTEC, memberikan prestasi yang baik sehingga 121PS dan 145Nm tork, digabungkan dengan transmisi CVT. Pasaran Indonesia terus menawarkan varian kotak gear manual enam kelajuan juga.

Keselamatan tetap menjadi keutamaan utama, dengan ciri-ciri terkini seperti Honda SENSING, termasuk Road Departure Mitigation (RDM), Adaptive Cruise Control (ACC), High Beam Support (AHB), Collision Mitigation Braking System (CMBS), dan Honda LaneWatch, tersedia untuk varian tertinggi. Ini menekankan komitmen Honda untuk menyediakan teknologi terkini yang meningkatkan keselesaan dan keselamatan di jalan raya.

Soalan yang timbul, adakah Edisi BR-V N7X akan diberi harga yang kompetitif di pasaran Malaysia jika ia ditawarkan di sini lagi? Harga permulaan di Indonesia berkisar antara Rp 319,400,000 hingga Rp 363,400,000, setara dengan kira-kira RM97,639 hingga RM111,090. Dengan pesaing seperti Perodua Alza, Toyota Veloz, Mitsubishi Xpander dan Proton X50 sudah menawarkan harga yang sukar ditandingi, kami membayangkan BR-V tidak akan berjaya di sini. Jadi mungkin Honda Malaysia sudah betul untuk memberi tumpuan kepada segmen SUV kecil dengan WRV, di mana hanya ada Perodua Ativa yang perlu diberikan perhatian.