Cr v 3 generation engine. Honda CR-V III - the return of the legend to the sport. Brakes, suspension and steering

Honda CR-V (Honda CERVI, or TsRV) of the III generation, a car whose design was created from scratch. To call this car a "compact SUV", we think, no one will turn their tongues. The resulting result is almost equal in size to the 2002 Toyota Land Cruiser Prado, and even surpasses it in width. Undoubtedly, creating this car, Honda meant, first of all, the image side of purchasing a car by a client. Indeed, comparing the III generation CR-V with previous versions is simply incorrect. If the first model, in terms of design, was an attractive “off-road station wagon”, the second, “playing a real SUV”, then the third became a “driver status car”. By these words, it was necessary to mean emphasized body lines that speak of a high price paid, beautiful design solutions for headlights, large, non-functional, but very beautiful wheels with alloy wheels, a chic spacious interior made of high-quality materials. In general, Honda made an excellent car under its brand, which in the 90s of the twentieth century would have been doomed to become a hit in the American market under the name Acura. However, it was still a Honda.

When choosing an engine for the new model, the company, as in the case of the VIII generation Accord, decided to "experiment" a bit. The concept has not changed - in terms of "volume" the dimensions remained the same - the cars were equipped with 2 and 2.4-liter engines. And if the 2.4-liter engine was left from the previous generation, the K24A, then the two-liter K20 was replaced with the R20.

The new engine was structurally different from the previous one. With the same volume, thanks to the i-VTEC system, it showed excellent performance close to the K series, but at the same time was significantly cheaper to manufacture and maintain. So, unlike the two-shaft K20, the new R20A received only one camshaft, but this "flaw" was compensated by the presence of the i-VTEC system, which from now on could constantly control the engine's valve timing, providing it with good torque at the "bottom" and excellent (for a larger machines, of course) power indicators "at the top". At the same time, the most important thing was not forgotten - the amount of fuel consumed by the Honda CR-V III corresponded to a passenger car, but not a heavy all-wheel drive car! And all this was achieved precisely thanks to the work of i-VTEC.

The design solutions with the transmission remained the same - the CR-V was equipped with either a classic-type automatic transmission or mechanics. Note that the version with a two-liter engine could be with both manual transmission and automatic transmission, while 2.4-liter engines were equipped only with automatic transmission. Models left four-wheel drive, working on the DPS system.

The suspension design also remained similar to the previous generation - the front was an easy-to-repair and fairly reliable MacPherson design. Behind remained a two-lever scheme.

In general, the III generation Honda CR-V can be called one of the most successful modern Honda cars from a constructive point of view. They, judging by customer reviews, have a minimum number of disadvantages that are outweighed by significant advantages.

And the absolute majority of our cars are equipped with all-wheel drive. Rare front-wheel drive "Europeans" are no less passable, in this respect you should not be afraid of them.

The Honda CR-V is probably the only 4WD car that can get stuck if at least one front wheel is stuck. The rear wheels “grab” late, the moment is clearly insufficient for serious off-road, so if the front wheels slip when climbing a hill, you can already go down and try again. Well, if the soil is loose, then most likely you will immediately dig in. There is a small chance that four-wheel drive will help, especially if there is an opportunity to stall in plenty. But as practice shows, it is better not to rely on the traction of the rear wheels.

Here, as on earlier generations of the CR-V, a double pump scheme was used as a rear axle coupling. Let me remind you that in this clutch the clutch pack is compressed due to the pressure difference created by the pumps. The first of them is driven from the front axle and propeller shaft, and the second from the rear wheels. And if there is a difference in speed, then they create pressure that compresses the clutches. The use of such a scheme in the XXl century can only be called insanity. It only works when the front axle is slipping heavily, and so that the car is not too dangerous in corners when the rear axle is suddenly connected, the moment transmitted to the rear axle is very limited, and it is transmitted very late. As a result, the presence of such an all-wheel drive scheme is not beneficial either for cross-country ability or for handling.

Do not be surprised if the driveshaft is suddenly removed from the car: in the event of a malfunction, many owners do not repair the rear-wheel drive, but once they experience the “charms” of the system on a slippery road, they try to get rid of it. Ambiguous reactions to traction are clearly not a plus for this car. No wonder ESP for these machines is included in the basic package and is not disabled.

Interestingly, the transmission itself is very reliable. If you follow the anthers and do not forget about the maintenance of the cardan shaft, changing the oil in the bevel gear and the rear axle, then everything will be fine. Is it worth checking the oil level in the rear gearbox more often than usual, it is prone to leaks on older cars.

There are no particular difficulties with the manual transmission either. More than sufficient clutch life, reliable operation of the switching mechanism does not cause any complaints. But most of the cars of this generation have an automatic transmission.

I have already written a separate article on the features of Honda shaft automatic transmissions and why their automatic transmissions are generally more reliable than traditional designs. Both four- and five-steps, which were installed on the CR-V III, fully possess these advantages. And on the vast majority of cars there are five-speed gearboxes. Due to the small age of the box, they still cannot boast of what cars are experiencing, but there are all the prerequisites for this. From frank minuses it is possible to name only speed of work.

Of the interesting features - an external oil filter is optional here. For particularly difficult operating conditions, it is worth using part 25430-PLR-003, and since any operation in Russia is especially difficult, the filter should be installed. Unfortunately, there are a lot of Chinese fakes on the market, inside of which there is a simple cartridge from the fuel filter, and even installed without sealing.

Due to the nature of the box, the most common nuisance here is a breakdown of the overrunning clutch associated with attempts to build up or abruptly engage reverse gear. And on five-speed gearboxes, the overrunning clutch also does not like sharp starts, and for those who like to press the gas “to the floor”, it can fail after hundreds of thousands of runs.

The clutch resource is quite large - usually more than 300-400 thousand kilometers. The box is characterized by uneven wear, in which the clutches of higher gears are usually worn out more, because they provide the main mileage of the car, and there is almost no load on the first or second gear for careful drivers.

In a five-speed box, the third gear drum gets into the risk zone, so after a run of 120-150 thousand kilometers it is worth checking if there is slippage under load.

Another feature of the automatic transmission from Honda is a wide choice of options for the execution of elements within the same series. Five-speed automatic transmissions are not so easy to fix on your own for this very reason: they are all very, very different.

In general, despite the very large resource of the mechanical part, which here, firstly, works on rolling bearings, and secondly, only the mechanics of one gear are always loaded, a certain amount of trouble and repairs will be required even with runs of just over 150 thousand kilometers . Solenoids do not last forever and need to be replaced, especially the line pressure solenoid. It may require cleaning the “plate”, especially if the driver liked active movement and there was no external filter on the car.

Engines

K-series motors were installed on Honda cars by the time the third generation of the sideboard appeared for a long time. The second generation of the crossover also rode them. In fact, the engines are the same, and the difficulties are the same: some specimens have a good oil appetite, a low chain resource (about 100-120 thousand mileage), camshaft painting, the need to control gaps in the timing every 40-50 thousand mileage, numerous oil leaks .

And yet, in general, these are excellent and very resource units, and besides, they are designed for the use of low-viscosity SAE 20 oils, which allows you to save oil pressure on used engines. Of course, when using SAE 30-SAE 60 oils for long runs.

Motors are distinguished by very good traction and character, good layout. They also have a good supply for tuning and a wide selection of components for both atmospheric and compressor tuning.

Surprisingly, earlier versions of the motor seem to be more reliable. The same K24A1 on the second generation of cars have an average higher chain resource compared to the K 24Z 4, which was put on the hero of today's review, and are less prone to oil appetite.

Radiator

original price

17 817 rubles

“Good” does not mean at all that the motor will not require maintenance. The most common problem is engine oiling due to poor performance of the crankcase ventilation system and poor design of a number of components. Leaking valve cover gaskets reduce the life of spark plug tips and ignition modules. Plastic cylinder head plugs, part number 12513P72003, can cause unexpectedly rapid oil leakage. Both the i-VTEC block gaskets and the crankshaft front oil seal can be the cause of leaks. All these parts require regular replacement, and the ventilation system needs to be monitored, cleaned and even improved.

Modernized crankcase ventilation kits are on sale, but you can also independently check the integrity of the system components, especially the PCV 36162-RRA-A01 valve, the 17136-PNA-000 bushings and the 17130-PNA-003 check valve, and the latter can be easily selected from VAG products at a much more reasonable price, for example, 60 rubles. Due to the poor performance of the ventilation system, cleaning the throttle with mandatory subsequent adaptation also becomes a regular operation.

The relatively small timing resource on this series of motors is sometimes associated not so much with chains, but with quickly worn dampers and a quick failure of the phase shifter. The subsequent drop in pressure leads to blows in the timing mechanism and suspicions about the chain and the replacement of all involved nodes. Sometimes everything is done by replacing the phase regulator valve, the symptoms of its malfunction are similar, the motor will also rattle “cold”, and after warming up it is unpleasant to make noise.

In principle, checking the chain wear here is quite conveniently done; there is a window for installing a tensioner above the crankshaft pulley in the block, through which you can visually assess the chain wear, without relying on indirect signs.

Often the intervention in the timing mechanism is caused by the need to replace the camshafts, they do not last too long here. Often, already by a hundred thousand mileage, the car noticeably loses power, and when changing the oil, characteristic steel crumbs in working out are clearly visible. Ignoring the problem usually leads to much more serious damage. The problem is not cheap, camshafts and clutches are expensive. By the way, while studying materials for a recent one, I was surprised to see that Alfa Romeo camshafts, on many engines of which there were also similar problems, are serially restored using EBM / DED printing technologies.

Motors with runs "over 200" almost always have a pronounced oil appetite. The reason in most cases lies in the wear of oil scraper and piston rings. But the problem can manifest itself noticeably earlier, successfully disguised as leaks.

The main enemy of the motor is its catalyst and lambdas. The latter should be checked and changed without waiting for the catalyst to become bad. And the catalyst must be replaced (or removed) before the crumbs from its ceramics pick up the cylinders. Usually, with runs of more than 200 thousand, replacement is required, but endoscope control is necessary even with runs of more than a hundred thousand, especially if the car is operated in a region with winter frosts below 30 degrees. Also, the condition of the spark plugs and components of the ignition system greatly affects the catalyst resource. Unfortunately, in the eastern regions it is not uncommon to use used candles “from Japan”, since iridium candles really last a long time. European car users are usually disgusted by such maintenance tricks.

I already wrote about the "wars for viscosity" in the material and I will not repeat myself. Oil can be poured in any one that meets the operating conditions. With a light load and short runs, the standard SAE 20 is optimal, but the use of more viscous options is fully justified and does not harm the motors.

Summary

The third generation Honda CR-V is undoubtedly a very worthy car. Especially it will appeal to those who need a spacious minivan, not a crossover. The quality here is “real Japanese” - up to runs of 120-150 thousand kilometers, the car usually behaves perfectly, and even after obvious problems it is usually not visible. Most of them will be decided on maintenance as part of regular maintenance, if the service is good and knows what the car needs.

Of course, the price of spare parts is not encouraging, but they are not often required, at least at first. But inside the design is fraught with a fairly large number of hidden problems that will gradually manifest themselves. The most unpleasant of them are associated with the body and the features of its anti-corrosion protection. All problems are very well hidden, but for the time being.

The undoubted disadvantages include the use of not the most successful all-wheel drive system, for all the simplicity of its purely hydraulic solution, it is not suitable for our conditions, and the controllability of the car with it noticeably deteriorates.

Electronics in general is excellent, but it is also not eternal and prone to failures. The quality of interior materials is also lower than expected. And given the relatively high price of new cars and well-maintained prices in the secondary market, this is an extremely unpleasant fact.

Buying a car with a solid mileage is gradually turning into a lottery: after 5-7 years of operation, quite large investments are possible. However, the prices for such machines are kept at a very high level. Of classmates, only the Toyota RAV 4 is rated higher.

Would you buy a Honda CR-V III?

Mid-size Japanese crossover Honda CR-V III appeared on the market in 2007. Three years later, this model was restyled. The crossover was supplied with petrol engines of 2.0 (R20A2) and 2.4 (K24Z1) liters, with a capacity of 150 and 166 hp. respectively. A diesel model with a volume of 2.2 (N22A2) liters and a power of 140 hp was also produced for the European market. The diesel version was not officially supplied to the Russian market.

Gasoline engines were equipped with a timing chain drive. Almost all owners of a two-liter engine note a strange incurable feature - when the climate control is on, excessive engine vibration appears. Even on this version (2.0), a factory defect was noted: the valve guide of the third cylinder was “crookedly” pressed.

Characteristics of Honda Cr-V engines of the third generation.




In general, Honda TsRV 3 gasoline engines are very reliable and will not cause trouble to their owner. These engine start without problems in cold weather, and also show low fuel consumption (less than 12 liters per 100 km).















Honda CR-V III pre-styling

It is worth remembering that the regulations provide for valve adjustment at a range of 40-50 thousand. We do not recommend skipping this process.

After 4-5 years of operation, the car will require the owner to replace the lambda probe. As for the catalyst, in practice, its replacement is required after 150 thousand kilometers. Due to the high cost of the native catalyst, very often car owners install a "trick".

The gearboxes of this car are very reliable and will not give you trouble with proper maintenance. The only thing that the six-speed mechanics makes extraneous noise when you turn on the first and second gear. But that doesn't mean it's defective. Just a design feature.

A five-speed automatic transmission requires maintenance every 50 thousand kilometers (oil + filter). Of its weak points, two sensors can be noted, which sometimes require replacement: selector position and clutch pressure for second gear. But so far, these breakdowns have been noted only on machines older than five years.




For 4-5 years of operation of this car, the rear springs decently sag. For subsequent installation in the spare parts market, you can find their reinforced version.

Shock absorbers fail closer to 100 thousand km. run. When choosing a replacement for a car equipped with xenon headlights, pay attention to the presence of a clearance sensor mount on the shock absorber. After 50 thousand kilometers, start periodically inspecting the anthers of the front shock absorbers, there are frequent cases of wiping them on such a run. If in doubt, replace them.

Closer to 150,000 miles, it often becomes impossible to camber the rear wheels. In this case, it is necessary to change the rear upper arm (you will have to install an adjustable one).

A knock in the steering rack may appear closer to a hundred thousand km. This makes itself felt tie rod bushing. It is treated by replacing it with caprolon.

On the first TsRV models (07-08 years of release), there may be problems with the fifth door paintwork in the form of rusty “bugs” that have appeared. This problem was fixed under warranty at the dealership.

By the fifth year of life, many CRVs had darkened headlight reflectors. The only fix is ​​to replace the headlights. Moreover, in our experience, Taiwanese headlights shine no worse than the original ones. It is worth adding that the small jitter of the dipped beam light beam is a drawback officially recognized by Honda. If your car has begun to wash badly on the windshield, take care of replacing the injector check valve, since it is inexpensive.



















Honda cr-v 3rd generation (restyling)

Closer to five years of operation, parking sensors often “bugged out”. The problem is often that the paint on the sensor is swollen and its surface has oxidized. It is treated by cleaning the surface and re-self-painting.

Another defect officially recognized by Honda in the models of the first years of production is the spontaneous activation of the electric drive of the left mirror at the moment the ignition is turned on. The dealer replaced the mirror assembly under warranty.

The plastic interior coating can begin to creak over the years. This becomes most noticeable in cold weather in the rear right side of the cabin. It creaks body iron. To eliminate, remove the trim in the trunk on the right and cover this part of the body with a greasy composition. Sometimes you even have to use a hammer (if processing did not help).

More sounds in the cabin can be made by: the headrest of the passenger front seat, backlash on the driver's seat, door locks and lining of the outer door handles.

The leather covering of the steering wheel and gearshift lever is quite high quality, and easily withstands more than 150,000 mileage without noticeable signs of abrasions.

Problems in the operation of the air conditioner may occur closer to a hundred thousand km. Either the compressor relay or the electromagnetic clutch burns out. By the way, the clutch can be rewound and it will cost several times cheaper than buying a new one.

If we talk about driving performance and suspension survivability, then the 3rd generation TsRV has everything in order with this. The car holds the road perfectly, the suspension perfectly fulfills all the bumps. The stiffness of the suspension can be assessed as having a golden mean between comfort and handling. When cornering, body roll is minimal, the steering wheel clearly executes all commands for maneuvering. The suspension has an excellent durability resource. Up to 100 thousand km. You will have to replace the stabilizer bushings a couple of times - all other parts are reliable up to 120-150 thousand km.

After reading the article, the reader will most likely have a very negative opinion about this car. But in fact, everything is far from it. We have collected in general all the possible troubles that may arise during the operation of this machine, and this does not mean that all of them will appear together on one copy. It is worth adding that most of the malfunctions occurred on cars produced in 2007-10, and then the automaker corrected all the “jambs” by releasing a restyled version. Yes, and the above malfunctions are not something critical, and their correction will not require serious costs when repairing at a service station. Many typical sores can be corrected with your own hands.

In 2012 to replace the third generation Honda CR-V came out fourth .

A selection of reviews, video review and test drives Honda Cr-V 3:

Crash test Honda CRV third generation:

The third generation CR-V has been in production since September 2006. At first, the car was sold with a 150-horsepower 2.0-liter engine, and in the spring of 2008, cars equipped with a 2.4-liter engine with 166 hp appeared. With. In addition, a diesel modification could also be purchased in Europe, but such CR-Vs were not officially delivered to Russia. Very few of them come to the officials, because, as a rule, these are cars bought cheaply in Moldova, Belarus and Ukraine and driving around Russia on local (foreign) license plates.

The two-liter engine was equipped with both a 6-speed "mechanics" and an "automatic", and a more powerful power unit worked exclusively with an automatic transmission. The choice of engine depends only on the ambitions of the driver: 150 forces for the needs of the crossover is enough. You should not be afraid of automatic transmission: the probability of breakage is minimal. In the secondary market, cars of 2009–2010 are sold from 800 thousand rubles for versions with “mechanics” to a million for a full stuffing in more than decent condition.

Just insert a battery

Body and its electrical equipment

The battery is one of the weakest points of the CR-V. The standard battery is simply weak for our winter, therefore it is strongly recommended to install a battery with a capacity of at least 55 Ah. Of course, the battery should be sized in order to use regular fasteners. Other possible problems are not so significant and are much less common. For example, a seal can be knocked out from under the chrome lining of the tailgate, which does not look very aesthetically pleasing. If the car is still under warranty, then you should pay the attention of servicemen to this part: its replacement is free, but without a complaint from the client, the dealer will not be able to deliver a new sealant.

The front bumper mounts sometimes cannot cope with its weight, as a result of which the entire structure can sag - especially in cases where negligent mechanics accidentally break off several fragile plastic parts located under the headlights. And if a skirt from the standard Mugen body kit is attached to the bottom of the bumper, then the likelihood of such a breakdown increases.

When examining the body, corrosion should be taken seriously: pockets of rust indicate that an accident occurred in the history of the car. Even if you are not worried about the appearance of the repaired car, this is not a reason to relax: say, if the driver's seat belt pretensioner worked at the time of the accident, then the SRS unit will need to be replaced - and this is very expensive. Complete diagnostics of electronic systems will help to make sure of the cloudless past of the car.

Many owners, in their desire to reduce washer consumption, turn off the headlight nozzles. We strongly do not recommend doing this: unwashed optics quickly become cloudy - be sure to pay attention to this when choosing a car. The original xenon lamp can cost 7,000 rubles!

Some owners, when buying a new car, install an aftermarket Mydean multimedia system, which includes navigation, bluetooth, a DVD player, a rear-view camera and much more. This thing is, without a doubt, convenient. And yet, it is necessary to carefully check the operation of all functions of the device: dealers had many complaints about these systems and replacements under warranty.

Just change the oil

Transmission

For the most part, CR-Vs are equipped with a 5-speed automatic transmission, less often come across versions with “mechanics”. The "Automatic" has proven itself remarkably: it is a very tenacious and unpretentious unit, therefore, on three-year-old cars with a mileage of about one hundred thousand kilometers, one should not expect problems. The only concern about the box comes down to timely oil changes, as required by the regulations.

If the main radiator of the cooling system was changed on the car, you should pay attention to how the automatic transmission cooling radiator is installed, located in its lower part. When installing a non-original radiator, the pipes going to the box heat exchanger are often simply closed to each other, and the “machine” works without cooling. Naturally, this will negatively affect the unit.

The CR-V's rear gearbox requires little to no attention. The rear wheel connection system with two pumps is very durable, and any problems there can only arise due to lack of oil. The only thing you should pay attention to is the leakage of seals. However, this is extremely rare.

Two comrades served...

Engines

The R20A (2.0 l, 150 hp) and K24Z4 (2.4 l, 166 hp) engines have proven themselves well on the previous CR-V family and on other models of the brand - in particular, on the Accords ". These motors are quite demanding on the quality of the oil, so it is best to use original fuel and lubricants - otherwise problems may arise in the i-VTEC variable valve timing system: dirt clogs the oil channels and grids, and the engine enters emergency mode. After that, flushing the entire engine lubrication system is required and, possibly, replacing the VTEC and VTC valves, which is not cheap.

By 80,000 km, extraneous noise may begin to be heard from under the hood, caused by a drive belt tensioner, which is inexpensive to replace. The belt itself runs about 130,000 km. The timing drive is driven by an almost eternal chain, so you just have to adjust the valves in time.

When using low-quality fuel, premature failure of the catalytic converter and lambda probe is possible. But if you are not inclined to save on gasoline, then you can count on the longevity of these components: 200,000 kilometers for them is not the limit.

And do not count on the officials in the repair of diesel CR-V. Firstly, it is fabulously expensive, secondly, it is very expensive, and thirdly, they most likely will not undertake this, citing the fact that the car is not a core one.

In general, we do not recommend anyone to buy a CR-V with a diesel engine. Such cars on the market, as a rule, have already been visited by two owners, and probably the second of them twisted the mileage before selling.

Attention to the brakes

Chassis and steering

The Honda suspension does not cause any trouble - even a fairly “running” CR-V, which has wound 80,000 thousand on the odometer, is holding up with dignity. You can drive to the steering link play (2,700 rubles apiece) and wait for the stabilizer bushings to wear out - unless, of course, the previous owner changed them at 45,000 mileage. You may also encounter tired front anti-roll bar links (the so-called “bones”), but this replacement will not ruin you either.

Silent blocks in the levers of the front "MacPherson" easily run up to 200 thousand. There are also no complaints about the shock absorbers: they will not “cry” out of the blue and will not bend the stem when they hit strong pits - unlike those, say, on the Civic. And don't be fooled by the rear shock absorber tube, rubbed to a shine with the upper plastic boot - this symptom in no way affects the life expectancy of the part.

On machines with a 2.0-liter engine, an “electric” steering rack is installed, and hydraulics are used on 2.4-liter CR-Vs. In any case, with a run of 60 thousand, the unit will be absolutely serviceable and will not dishonor itself in the next 100,000 km.

You may find that the wear on the brake discs and pads is too intense. It is clear that the human factor mainly affects their viability. For active drivers, replacement in a circle often occurs at 45,000 km, so the state of the brakes can be used to judge the modes in which the car was operated.

On individual specimens, uneven tire wear and slight suspension sag due to spring fatigue can be found on the rear axle. The first problem is solved by adjusting the wheel alignment angles, the second by replacing the springs. We can advise you to periodically check the parameters with the "razor" and do not leave the car for a long time with an overloaded trunk.

Buying?

When buying a used CR-V, you can save at least three hundred thousand rubles compared to a new car, and if you resell it in a couple of years, you will lose about 100 thousand rubles - Honda is quite liquid. First of all, we would recommend taking a closer look at dealer cars that have passed all the maintenance required by the maintenance regulations and retained the remnants of the warranty so that you can call on a company service and find out the history of the car. In the same place, you will go through the diagnostics of electronic systems and make sure that the car was not in an accident.

In the secondary market, you need to carefully examine the Honda CR-V, especially cars before the 2010 restyling. It even makes sense to look under the trunk lining, because a lot of dirt can accumulate there, and cracks can also appear on the rear arches. But in general, the car is reliable, many Honda cars, if taken care of, can serve for a long time without problems. But still, even in the Honda CR-V, some troubles may arise over time.

Body

The paintwork is quite delicate, the windshield also cracks easily, a new glass costs $ 600. Chips on the body can appear and they must be touched up as soon as possible, because rust will appear on them. In general, the car is well protected from corrosion by electroplating. But the tailgate is not particularly well protected, so after 6 years of operation, rust may appear on it.

After about 3 years, chrome parts, headlights and other optics begin to become cloudy. If you want to change the headlights, they will cost $ 550, but the non-original can be found 2 times cheaper. Also, after about 7 years of operation, door locks can strain, each of which costs $ 400, especially in winter, the locks can stop opening.

Electrician

It often happens that parking lights fail after 6 years, because rust appears in them. On the earliest cars, there were such glitches: after turning on the ignition, the electric drive on the left side mirror turned on. Under warranty, dealers changed the mirrors completely. It also happens that the audio system starts to fail, resets the settings itself. After about 120,000 km. mileage, the air conditioner may fail because the compressor relay burns out in it, which costs $ 15. The electromagnetic clutch may also fail or the aluminum tube may leak.

The battery here has a capacity of 45 A / h, you need to make sure that it is charged, sometimes you can just listen to music for an hour, and there is not enough power to start the engine.

Engines

The motors here are reliable; for the Russian market, 4-cylinder in-line gasoline engines are installed on all cars. They are really reliable, they can easily drive 300,000 km. There are engines with a volume of 2.4 liters and there is a 1.8-liter engine from the 2006 Honda Civic. There is also a 2-liter R20 engine.

There are cases that after 70,000 km. mileage, there is a hum from the accessory drive belt tensioner roller, but they are quite rare, and the roller itself costs $ 40. Also, over time, it is necessary to adjust the valve clearances, about once every 45,000 km. And you don’t have to wait until the taps appear. It is necessary to fill in high-quality fuel, oils must also be of high quality. But still every 90,000 km. it is advisable to change the fuel filter, the original costs $ 60, and the analogue can be taken for 17. But this fuel filter is located in the tank along with the fuel pump. You also need to remember to check the condition of the spark plugs at each MOT, the original ones cost $ 22 each, but you can also find analogues for less money.

It is also advisable to clean the radiator every 3 years so as not to be at risk of overheating the motor. The original oil must be filled in, then the chain that is installed in the motor will last about 100,000 km. It costs about 80 dollars. The main thing is to change the chain in time, and prevent it from stretching. Especially engines with a volume of 2.4 liters are at risk. Needless to say, the oil level should also be normal, because if it is low, then there will be a lot of problems that it is better not to know about.

There are also diesel versions of the Honda CR-V, they have a 2.2-liter i-CTDi engine, they appeared in Europe in 2004 and were not officially sold in Russia. Although diesel engines are also very tenacious, they require high-quality diesel fuel. In 2009, a new 2.2 i-DTEC diesel engine appeared, which is also no worse than its predecessor.

Transmission

Gearboxes on Honda are also reliable, mechanical boxes last a long time, but you need to change the oil every 60,000 km. the original Honda MTF fits here. Approximately 140,000 km. the clutch already hints that it is time to change it - squeaks appear at the clutch pedal bushing. The original disc is $140 and the basket is $240. But you can take and non-original 2 times cheaper. It’s better not to delay the replacement so that the flywheel of the motor, which costs $ 350, is not damaged.

Automatic boxes are also quite reliable, they serve at least 250,000 km. It is also necessary to periodically change the oil in the box - Honda ATF-Z1 or Honda ATF -DW-1. The box is repairable, you can put new clutches, a freewheel and other parts in it. The entire overhaul of the box will cost approximately $1,000. If it happens that after 7 years of operation the box will not work, then you just need to check the condition of the gear selector position sensor, if it is out of order, then its replacement will cost $ 50.

With all-wheel drive versions of the CR-V, everything is not so simple, because the differential and the DPS rear wheel coupling are docked into one unit, but there are 2 oil pumps. This box is not designed for off-road driving, because if the wheels start to slip, the oil will quickly heat up in the main reverse gear, so the rear-wheel drive can turn off at any time - the system will emergency turn it off. The instrument panel does not indicate overheating anywhere, so the car can suddenly become front-wheel drive. Also, this unit is poorly protected from water, so if you drive into a deep puddle, the unit will fail, vibration and crunch will tell about this. Also, it is necessary to change the oil in the clutch sometimes, especially after the appearance of a crunch, DPSF-II oil will go here.

The cardan shaft also does not like dirt, the crosspieces serve no more than 200,000 km, and when they fail, you will have to change the cardan assembly for $ 1,000. But you can try to separately put non-original crosses for $ 16.

Suspension

In terms of endurance, the suspension is quite good, there are times when the rear springs sag over time, after about 4 years. New springs cost $150 each. It also happens that wheel bearings start to buzz, their replacement will cost $ 60. The steering rack may begin to tap. After about 100,000 km. mileage, play may appear in the steering rack. On the same run, the tie rods, which cost $45, fail, the stabilizer struts, the shock absorbers begin to tap. On cars before restyling, it is usually necessary to change the silent blocks of the rear levers. But after restyling, the suspension design was finalized and became more durable. You can distinguish the car after restyling by the new bumpers and grille.

Not so good with the braking system. After 120,000 km. caliper guides can turn sour. The front pads need to be changed quite often, if you drive in a boyish style, then 15,000 km. they will last. The front pads are $140 and the rear pads are $100. The discs on a CR-V typically last no more than 50,000 miles. For those who do not want to pay $300 for an original set of pads and discs for the front wheels and $200 for the rear wheels, it makes sense to put brakes from Brembo or TRW, it will turn out 3 times cheaper.

But in general, the Honda CR-V is a reliable car, it does not quickly lose value in the secondary market. Motors and gearboxes are really reliable, so such a car quickly finds a new buyer in the secondary market. When compared with a competitor - the Volkswagen Tiguan, which is not so reliable, then the German of the same years is cheaper by about 250,000 rubles. The best buy would be a CR-V released after 2010, no matter what engine and gearbox.