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All New 4th-generation Two-Motor Hybrid System
CR-V Sport and Sport Touring feature an all-new more advanced two-motor hybrid system. With 247 torque, a 15 lb.-ft. improvement (+6.5%) over the predecessor, the new CR-V delivers greater performance than previous
CR-Vs.

A newly refined 2.0-liter Atkinson cycle 4-cylinder engine, now with direct fuel injection, is mated to a pair of larger and more powerful electric motors which are now mounted side-by-side rather than in-line with the engine crankshaft as in previous generations.
The new arrangement also includes new high- and low-speed lockup ratios for direct engine drive on the highway and in the city. This improves responsiveness for a sportier driving feel and creates a more relaxed driving environment at highway speeds. It also allows for a higher sustained top speed, improves fuel efficiency and enables up to 1,000 pounds of towing. The system's combined output is 204 hp 1.

The new traction motor spins at 14,500 rpm and produces 181 horsepower. The generator motor, which spins at 17,000 rpm, puts out 161 horsepower, and is dedicated to charging the battery pack.

Quietness has been improved during idling and power generation by incorporating a pre-damper into the flywheel that reduces torque fluctuations from the engine, suppressing vibration at low rpm/low torque speeds.

The new Intelligent Power Unit (IPU) containing the battery pack and its controlling hardware is smaller and lighter. The smaller size of the IPU allowed for the cooling fan to be fully integrated into the unit, rather than externally mounted, reducing noise 13%.

The Power Control Unit (PCU) housed under the hood has 8% more maximum output and current. It also has a lower profile, which allows for the use of a larger resonator for the engine intake to reduce noise. A new downsized DC cable with aluminum stranded wire weighs 46% less.

The new hybrid system also incorporates Linear Shift Control, which creates the vehicle speed-linked engine rev feel of a conventional drivetrain shifting gears at wide open throttle for a more exhilarating driving experience.

A new "B" transmission setting enables stronger regenerative and engine braking, up to 0.09G. This enables CR-V to be driven in a "one pedal" style that is common among battery-electric vehicles. In addition, the levels of deceleration available through the deceleration selector paddles on the steering wheel are more distinct.

The new hybrid-electric system also allows for a substantial increase in continuous maximum speed—which climbs from 86 mph to 115 mph.

Moreover, for the first time, a CR-V hybrid model is available with front-wheel drive. The CR-V Sport is available with front or all-wheel drive. All-wheel drive is standard on the CR-V Sport Touring.

Direct Injected 2.0-liter Atkinson-Cycle Engine
The new two-motor hybrid system also features an updated 2.0-liter DOHC 4-cylinder Atkinson-cycle engine with improved power, refinement and environmental performance. Since the gasoline engine can be decoupled from the rest of the hybrid powertrain, it only operates as needed, depending on the state of battery charge and other parameters.

Peak engine output improves to 145 horsepower (SAE net at 6,100 rpm) and 138 lb.-ft. of torque (SAE net at 4,500 rpm), gains of 2 hp and 9 lb.-ft. of torque. The 2.0-liter is the first Honda engine for the North American market to combine high-pressure direct-injection with multistage injection for an extremely homogeneous mixture that delivers clean combustion. It also improves the stoichiometric area of the engine at higher loads by up to 30% and improves the heat efficiency of the engine to nearly 41%. To control high exhaust gas temperatures, the cylinder head uses a new two-piece water jacket, new gas-cooling exhaust ports and a large capacity cooled EGR valve.

Critical to the operation of the Atkinson cycle is a lightweight DOHC cylinder head, with Variable Timing Control (VTC) on the intake cam used to continuously adjust the intake cam phase.

To further reduce emissions, a new low-temperature active catalyst with a low level of noble metals, drops NOx emissions by 24%, and total hydrocarbon emissions by 22%, giving the CR-V hybrids a LEV3 SULEV 30 rating.

The engine also features a more rigid crankshaft and secondary balancer to reduce vibration. A new all-urethane engine cover reduces noise from the new direct-injection system. For the first time in a Honda, a new insulator using theta fiber cell technology, a lightweight fiber-foam-material highly resistant to heat and vibration, is employed on the rear of the engine.

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