Honda Problems

A conventional automatic transmission is the one that we have been used to in cars dating back to the 1940s.

Holden introduced its first automatic in 1961 with the EK model. A conventional transmission is one with a torque convertor between the engine and transmission so provide smooth easy drivaways. It basically disconnects just above idle speed so the engine can idle, but engages again when you accelerate away.

The transmission uses fluid to operate the various clutches inside the transmission for smooth shifting. The conventional transmission has proven to be very reliable over the years, but it isn’t the most efficient in terms of fuel consumption, particularly when compared to a manual gearbox. Engineers have been trying for years to make a more efficient transmission that has the smoothness of operation and the efficiency of a manual gearbox.

The two most successful have been the CVT “Continuously Variable Transmission) and the dual-clutch transmission, such as VW’s DSG and Ford’s Powershift. The CVT is designed to keep the engine revving at its most fuel-efficient speed by continuously varying the gearing.

To do that it uses a system of pulleys and a belt. It seems odd when driving it because the engine sounds like it’s revving its head off at a constant speed instead of climbing and dropping as it would normally do. The CVT was first used on a small DAF car in the 1970s, and picked up by Volvo when it took over DAF. It took a long time to develop the transmission, particularly the drive belt, to be used on anything other than a very small engine. Those problems have largely been fixed, but you’re correct that Nissan, and also Honda, had troubles when they first used the CVT.

The dual-clutch transmission is really a manual gearbox with two clutches that operate in synch with each other, one releasing one gear while the other engaging another gear. VW, Ford and Holden have had a lot of trouble with it, mostly related to the clutch packs, and the electronics.

It should be noted that both the CVT and the dual-clutch auto are more fuel-efficient that the conventional automatic, and both now seem to be largely trouble free.

The fifth-generation Honda CR-V is built all over the world. Honda has plants in Melaka (Malaysia), Swindon (England), Ontario (Canada), Ohio and Indiana (USA, El Salto, Jalisco (Mexico), Greater Noida (India), Saitama (Japan), Wuhan (China), Karawang (Indonesia), Ping-Tung (Taiwan), and Ayutthaya (Thailand).

A new-generation Honda CR-V was launched in 2017. Given Honda have gone for a five-year lifespan for each of the four previous generations we could expect a new-gen model in 2021.

No, the Honda CR-V is available as a front-wheel drive or, in VTi-LX trim, an all wheel drive. The lack of locking hubs or a low-range option mean the CR-V is not considered a true four-wheel drive (4x4). Because of the transversely mounted engine and transmission unit there is no option for a rear drive model.

That's a fascinating pair of options April, but both are indeed very good cars. It's a struggle to match the official fuel consumption figures with any new car, but I've just spent three months living with the VTi-S and experienceced an 8.5L/100km average with largely urban and loaded driving, which was better than the Tiguan 2.0-litre, Escape 1.5 and CX-5 2.5 litre I've lived with previously. So you'll have to work hard to get worse than that figure. The extra space of the Honda is a big drawcard, but you'll have to judge that for yourself. My only real gripe with the VTi-S is the lack of active safety gear like AEB, which is set to be rectified with an updated version in future. The i30 SR comes with all the important safety gear standard.