When it comes to electric driving, Honda was not in the front row for a long time. With the compact "Honda e" the Japanese want to play in the Stromer concert now. For their biggest SUV they use hybrid technology with three engines. The CR-V with a combustion engine and two electric motors consumes about a third less when driving than its classically-driven sister model of the same name. Is the higher initial investment worthwhile? The ghosts divide on the hybrid technique called hybrid. For some, the combination of old-fashioned combustion engine with an additional electric drive of salvation, the big SUV, in particular, from her often excessive thirst quenched. By contrast, critics believe that this is a mistake. The method is not really effective because the petrol engine is still in command and its electric helper is just a fig leaf. The significantly lower consumption on paper is virtually impossible to achieve in practice anyway. No wonder that cars with this technology are not allowed to hope for state support. In sum, for the heavy and large models like the SUV giants, a modern diesel is still the better choice.
Honda, however, has banned the diesel from its 4,60-meter-long flagship CR-V, however, initially set to a very small with 1,5 liter displacement turbo gasoline engine, with 127 kW / 173 horsepower in the juice and with an average consumption of about 6,5 liters on 100 kilometer after new standard does not have to be reckoned with the unrestrained drunkards. So why then another model with electrical support? "Because we can be even more effective with the hybrid," says engineer Kotaso Yamamoto. "For this we have developed a method that differs significantly from similar techniques".
In fact, Honda goes his own way in his mix drive. The two-liter gasoline engine serves as a kind of power plant, does not send its energy directly to the electric motor, but chooses a detour. He drives namely a generator that generates electrical energy, which is forwarded to the actual electric motor. Strictly speaking, such a CR-V has an electric drive at the end of the power chain and can do without a classic transmission. Only when the driver switches to sports mode by pressing a button, a direct connection between the gasoline engine and the drive wheels is established. Yamamoto explains: "The driver of the CR-V can therefore use the advantages of an electric motor, steplessly accelerate and look forward to good 100 Newtonmeter more pulling power than in the conventional model." In numbers: the five-door without hybrid comes on 220 Newtonmeter, which in total 135 kW / 184 PS strong high-tech model on 315.
Of course, the hybrid model is also a battery on board, which is quite small, however. It is either powered by excess power of the gasoline engine, but is also charged by recuperation (when braking or decelerating). At the touch of a button, the Honda can be ordered to be on the move. Then the gasoline engine including generator is turned off, the electric motor powered only from the battery. Unfortunately, this CR-V comes just two kilometers before its energy donor has to intervene to help again. Too little to cross a future, emission-free environmental zone.
For longer distances of pure amps these "mild" hybrids with their rather modest batteries are not suitable. This would require a so-called plug-in hybrid, whose large battery can also be supplied with energy at a charging station. The range with this elaborate technology is then between 30 and 50 kilometers. Honda does not have such sockets in Europe, but offers a limousine in the US called Clarity with "plug-in". Their electric range is at least about 75 kilometers.
Blessings that fail the CR-V. Engineer Yamamoto nevertheless refers vehemently to the advantages of the hybrid Honda. "Especially in city traffic, we have a high proportion of electric trips, which then has a positive effect on the average consumption." By the way, according to the new standard with 5,3 liters, it is just one liter on 100 kilometers below that of its currentless sister model. For the driver but at the maximum speed losses must be accepted. At 180 km / h is the end for the hybrid (compared to 210 km / h). For the hybrid model accelerates by half a second faster on Tempo 100.
The bottom line is the question of whether the technical effort really worth it? Anyway, Honda uses this method and wants to use it in the future. Until 2025 all models should be "electrified". And the "hybrid with generator" should play an important role.
