Honda CR-V: Cold Boot
Anyway, there’s that five-speed automatic gearbox option to tick in case you don’t fancy the heavy action. As in last year’s car, this is a simple CVT transmission, whose whole focus is to keep the engine revs and gear changes in sync for a shamelessly seamless experience through the shifts. If you want a better sense of control, you can pull the stick all the way to S, which allows you to make changes manually via a paddle shift.
The ‘S’ or Sport mode in real-world terms does nothing beyond letting you take the revs higher before an upshift, which means you can have power coming in for a longer time. Very useful while overtaking. But if you want even more, just tap the paddle shifters and you’ll notice an ‘M’ in the gear indicator window. You’ll also notice the tacho needle hammering the redline while you keep that throttle pedal pressed all the way. Again, shifts are quick and effortless. Can’t fault it for sheer efficiency.
Neither can you fault the car’s dynamics. Unlike with most generation changes, the new CR-V is actually shorter in length and height. The height shouldn’t bother you, but what about the decreased length? The wheelbase is still the same and Honda claims the cabin is still as spacious, borrowing room from the engine bay. It’s not the roomiest of interiors, but there’s more than enough for four people and just enough for five adults.