![]() The final scenes show the Venue accelerating towards a city, the perfect place for an urban-oriented crossover like it. ![]() The South Korean automaker’s largest SUV doesn’t seem all that impressed with its tiny sibling, but after a little bit of revving between the pair, pulls to the side and lets it into the family. However, there is one model blocking the Venue’s path: the Palisade. Inside, there is a Venue with music blaring and nodding along to the beat.Īs the C-130 approaches the runway at California’s Inyokern Airport, a fleet of Hyundai’s current SUVs, including the Palisade, Santa Fe, Tucson, NEXO, and Kona, all chase the plane, eager to catch the first glimpse of their new stablemate.Īlso Read: 2020 Hyundai Venue Aims To Prove Small Crossovers Don’t Have To Be BoringĪs the Venue rolls off the plane, it creeps through a line-up of Hyundai’s current SUVs that welcome it into the family. Given the 2023 Honda CR-V is a 10Best Truck and SUV winner, it should come as no surprise that the CR-V hybrid takes our top spot in the rankings of compact hybrid SUVs. Results above omit 1-ft rollout of 0.3 sec.The near-3-minute-long video starts out by showing a C-130 airplane flying high above California. Turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injectionīrakes, F/R: 12.3-in vented disc/12.2-in disc Vehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon They contribute to a smooth ride that effectively smoothers bumps while keeping the cabin placidly calm and free of disturbances. At 235/60R-18, those tires' tall sidewalls help the CR-V take the edge off broken pavement. The CR-V EX-L exhibited a class-competitive 0.84 g of grip, just fractionally less than the hybrid's 0.85 g, rolling on Hankook Kinergy GT tires. Here again, the hybrid, with its stiffer suspension, has the edge. ![]() There's a bit more body roll, and the Honda isn't quite as eager to dive into corners. It almost could be in a Mazda, but the CR-V's chassis isn't as snappily responsive as a CX-5's. Grasp the steering wheel wrapped in smooth high-quality leather, and you discover steering that is crisp and nicely weighted, with a solid sense of on-center. The hybrid, though, gets additional sound-deadening measures and is quieter still, by two decibels under full-throttle acceleration and by one decibel during 70-mph cruising. Foot to the floor, we measured 74 decibels, versus 78 decibels previously. The new CR-V benefits from a stiffer body structure and additional sound insulation that makes it quieter than before. Grunt is dispatched to the front wheels or, as in our EX-L test vehicle, all four. Its musters the same 190 horsepower and 179 pound-feet of torque as before and is again lashed to a continuously variable automatic transmission. ![]() The two powertrains are both making a return appearance, but whereas the hybrid has been heavily revised, the standard engine-a turbocharged 1.5-liter inline-four-is effectively carryover. ![]() For the driver, the narrow A-pillars have been moved nearly five inches rearward, and the cowl is lower, making for improved forward visibility. Behind the rear seats, there's 39 cubic feet of luggage space cargo volume expands to 77 cubes with the rear seatbacks folded. A nearly flat floor makes the rear-seat middle position viable, while ingress and egress are a breeze front and rear. The rear seat in the outgoing CR-V was already one of the most spacious in the segment, and Honda has added a bit more legroom this year. Whereas that OG Pilot was a three-row conveyance, the CR-V continues to seat just five, though it does so in a roomy, airy cabin.
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