Honda CR-V Reviews

One of the vehicles that spearheaded the SUV boom, the Honda CR-V, is entering its fourth iteration. With over five million sales over the last eighteen years, Honda seems to have finally become confident and made a car that you not only want to buy, but might want to look at, too.The CR-V range starts with the entry-level two-wheel drive VTi and stretches to the four-wheel drive VTi-L. We had a VTi-L which weighs in at $42,290, with just a set of unattractive floor mats fitted as extras.The 2WD models make do with a 114kW 2.0 litre and 6-speed manual or optional five speed auto, 17-inch alloys and a reversing camera. They go without an extra seventy kilos of four-wheel drive gear, too.The 4WD models are propelled by a 2.4 litre with 140kW and 222Nm of torque, with just the five-speed automatic available. The L has handsome 18-inch alloy wheels, front parking sensors, keyless entry and start, sunroof, sat-nav, bluetooth and impressive HID headlights with cornering lights.The front seats are electric with eight-way adjustment for the driver, four-way for the passenger, and both are heated. Leather covers all the seats, but nothing else. Sadly absent is the 2.2 litre diesel available in Europe on UK-built cars, but a new 1.6 litre turbodiesel expected to join the range sometime in 2013.The CR-V is backed by Honda's 3 year/100,000km warranty and Honda is yet to get on the fixed or capped-price servicing bandwagon. The CR-V has many rivals in a hugely competitive segment.Its fiercest, the Mazda CX-5, has been in Australia for around a year. Replacing the hugely popular and almost ubiquitous CX-7, it too has two ranges of two- and all-wheel drive. There is one petrol engine, the 2.0 litre SkyActiv. This engine uses less fuel but matches the power output of the 2.0 litre i-VTEC in the Honda.The CX-5 trumps the Honda with a diesel option and with an extra gear on the automatic transmission. The range starts at $27,800 for the Maxx petrol manual and tops out at the Grand Touring Diesel's $46,200, a few thousand more than the VTi-L. The closest equivalent to the L is the Grand Touring Petrol at $43,280.Toyota's RAV4, soon to be replaced, kicks off with the humourously named Altitude 2WD 2.4 litre at $24,490 and goes right through to the V6-equipped ZR6 at $49,990. The top of the four-cylinder range is the $41,990 Cruiser L. Like the Honda, the Toyota is well-built and solidly reliable. It's also about to be replaced.The Hyundai Santa Fe can be had in petrol or diesel and in Elite form is $45,990. For that you get a 145kW/420Nm 2.2 litre diesel with a six-speed automatic transmission, leather upholstery, as well as roof-rails.There's a knee airbag and downhill brake control for tricky off-road work, sat-nav and Hyundai's extensive warranty and fixed-price servicing. You have to go to the Highlander spec to get the panoramic sunroof and Xenon lights.The Sportage, the Santa Fe's under-the-skin twin tops out at the $40,990 Platinum diesel. While wanting little on equipment and power, badge-snobbery may be a problem for some buyers as well. Like the Hyundai, it has a good warranty and servicing regime as well as a lower official fuel consumption figure.There are many, many more rivals to the CR-V, both below and beyond its price range. These include the Volkswagen Tiguan and the Volvo XC60, neither of which can match the lengthy standard features of their Asian rivals for the same money.The new CR-V's design is light years ahead of the bitty, plasticky design of the old. Honda has finally put a face on the CR-V that you will recognise and like. If you're not paying attention, you might at first think it's the handsome Kia Sportage from the front or a Volvo from the rear.The profile is also more pleasing, with an evolution of the rear quarter window to a soft arrowhead, echoed by the trademark stacked tail lights. Less pleasing is the unpainted plastic trim fitted to the base of the bumpers, sills and around the arches.It's supposed to look chunky and urban but looks like a penny-pinch, something inherited from the previous model. The chromed door handles also feel less than substantial with a loose action that doesn't exactly scream quality.Inside is an improvement on the old, partly because it's better packaged. The new CR-V is two centimetres shorter, fifteen millimetres lower and compared to the old CR-V Luxury, is 50kg lighter.Despite being shorter on the outside, the space inside has improved, even with the racily-angled rear screen. Much of the improvement comes from the spaces being more sensibly shaped, with little intrusion from rear suspension towers in the load area and a low, flat boot floor.The interior plastics mark very easily, with just a week of normal use in our hands leaving white marks on almost every surface. While it might be simple to wipe these marks away, they appear during normal, everyday use. With a bunch of rowdy kids or mates bowling in and out of the car, it would be like a Jackson Pollock painting within a day.The front seats are comfortable but unsupportive in corners and the driving position needs some effort to get right. This will annoy those who have to share a car with another driver as there's no memory position for the electric driver's seat.The central console has space for three cup holders, a slot for a phone (an iPhone 5 fits perfectly on its side) and one for the key fob. The instrument cluster is dominated by a huge speedo in the middle, and in its centre is a circular information screen that looks like a dilated pupil, housing a trip computer and warning information.A screen sits high in the dash's centre while the infotainment and navigation screen is lower on the face of the dash. Connectivity for music players is via Bluetooth streaming or USB in the central console.The 7-inch touch screen on this Thai-built model is easy to use but the graphical design for the audio controls looks like an amateur effort, from the icon design to the oddly contrasting colours. This cheap-looking unit is different to those found in similar spec CR-Vs overseas and smacks of cost-cutting.The stereo controls appear missing in action but are in reality small, fiddly and hard to see. The steering wheel mounted stereo controls are much more usable and can be operated by feel rather than having to look down.The navigation system is simple and has SUNA traffic updates. The maps are not well-detailed and it takes a very long time for route calculations. The back seat is wide, high and comfortable, if a bit flat and short in the squab. There's stacks of leg, head and shoulder room and an almost completely flat floor.There's also cup holders in the fold-down centre armrest, joining the water-bottle shaped crevices in the doors. A wide tailgate aperture affords access to the expansive load area. The rear seats can be released either from the rear doors by a strap in the seat base or via handles in the boot.They're quite impressive, too - the headrests drop, the squab springs up and the backrests fold flat in one, easy, entertaining movement. The flimsy-feeling boot floor could do with slidey plastic strips, but this is nit-picking. It hides a full-size spare, which is a welcome inclusion.The boot will swallow an impressive 556 litres with the seats in place. Put them down and the space doubles to 1120 litres. It's actually more, because Honda only counts the volume up to the window line.The 2.4 litre VTi engine pumps out 140kW at a very high 7000rpm and 222Nm at 4400rpm. Honda claims 8.7l/100km on the combined cycle but you'll be very lucky to see that figure if ours was anything to go by. On the plus side, the engine runs on 91 octane petrol.The AWD system is full-time and works seamlessly on dry and wet tarmac as well as loose surfaces. We never once saw the traction control light, even under provocation on an awkward uphill dirt road.The 5-star ANCAP rated CR-V comes with six airbags, including curtain airbags. ABS, EBD and all-wheel drive are standard. These are supplemented with traction control and stability control, neither of which you are likely to see in the dry unless you do something amazingly stupid. The dashboard's pupil screen also tells you who has failed to belt up, very handy in a car aimed at young families.The steering wheel adjusts for rake and reach, but both directions are limited in scope, with the wheel a long way from vertical at its shallowest angle. Once you get the driving position right, it feels like a car, although saying that these days feels a little silly.It's been so long since an SUV didn't have a car-like driving position, pointing it out is unnecessary. You sit reasonably high but it doesn't feel excessive - you won't be absent-mindedly humming Ride of the Valkyries on the way to work or soccer training.Yes, you still look down a little on "normal" traffic, but it's not a teetering high-rider like the earlier CR-Vs. Although the power is delivered up at the redline, the car's relaxed character is a nice surprise as there's enough of it from 3000rpm onwards.The 2.4 litre engine puts on an excellent show hauling the 1580kg CR-V about. Despite a sizeable gap between first and second gears, the Honda is very easy to drive around town and on the highway, rarely needing a shove of the accelerator to get it moving.The gearbox and throttle are a willing team, with smooth shifts and an eagerness to shift up or down at sensible times. Loading the car with people and gear will obviously slow it down and force you to work the engine harder - this really shows up the torque deficit.One of the Honda's little tricks is the Econ mode. Ostensibly to encourage you to drive in a more green-minded manner, the little green button on the dash actually does something.The air-con is dialled back a bit, throttle response softened and a pair of lights bordering the speedo light up green when you roll off the gas, shaming you into keeping them lit.We were a bit sceptical, dismissing it as a bit of a gimmick, but we grit our teeth and left it on - we saw the fuel consumption drop from 12.5l/100km to 11.4l/100km. That may not seem like a lot, but when it's sucking fuel like a Commodore V6, every little bit helps. Roll on the diesel.Enthusiastic cornering will bring on plenty of body roll and the soft rear end will feel a little wayward, but a car full of people will ensure you slow down before the car decides you have to.The steering feels okay, if a little on the light side, but makes for easy parking and city twirling. The lack of feedback might mean a relaxing drive most of the time but could use a bit more communication so you're not left guessing which way the front wheels are pointing.The ride is good but unexpectedly fidgety on pockmarked surfaces. It handles bigger bumps very well, no matter how heavily laden.With a cathedral-like interior, reasonable spec and a good engine and gearbox, the new CR-V is very promising.Apart from the space however, the Honda is just another car in the pack. There's nothing wrong with it (absent diesel excepted) but it has to deal with some very stiff competition from brands that even three years ago looked highly unlikely to challenge.It does, though, have the badge and more experience at building these compact SUVs than almost anyone. There hasn't been a genuinely bad Honda for over two decades, so you know the purchase will be a sound one.

Thailand’s devastating 2011 flood waters meant that no Honda CR-V models were available in Australia from October last year till July this year. Now things are really starting to pick up with the launch of an all-new, fourth-generation model.The entry-level CR-V VTi versions come with cruise control, a reversing camera, an AM/FM/CD audio system with MP3 and WMA compatibility and USB connectivity, Bluetooth mobile-phone connectivity, an intelligent multi-information display, halogen headlights with an automatic-off timer, roof rails and remote central locking.Move up to the VTi-S and you add goodies such as dual-zone climate-control, rain-sensing wipers, satellite navigation and foglights. The top-spec VTi-L goes even further with a sunroof, HID headlights with an active-cornering function, leather trim, power lumbar support for the driver, keyless entry, push-button start/stop and powered and heated front seats.The three 4WD versions – the VTi, the VTi-S and the VTi-L – are blessed with a bigger 2.4-litre powerplant – again a DOHC unit but its power-and-torque figures are higher at 140 kW at 7000 rpm and 222 Nm at 4400 rpm.The 2WD Honda CR-V VTi and VTi (with navigation) are powered by a 2.0-litre DOHC four-cylinder engine that’s good for up to 114 kW of maximum power at 6500 rpm and 190 Nm of peak torque that arrives at 4300 rpm.Honda measures the CR-V’s combined fuel consumption figure at 7.8 litres/100km for the manual version and 7.7 litres for the automatic. While on the national media-launch drive program we recorded 8.8 litres in the automatic, so there’s little doubt most drivers will be able to achieve Honda’s figure.Honda’s official combined fuel consumption figure for the 4WD automatic is 8.7 litres, some enthusiastic punting on the launch drive saw this rise to 10.8 litres/100km. Again, owners driving under normal conditions should have little trouble meeting Honda’s figure.To assist drivers achieve economical motoring, the CR-V comes with what Honda calls Econ mode and Eco Assist systems. Press a button and the Econ mode alters the drive-by-wire throttle’s mapping for increased torque and better economy. Transmission for all three 4WD versions is a five-speed automatic with steering-wheel-mounted paddle shifters.Despite being shorter, lower and lighter than its predecessor, the gen-four CR-V is more spacious. Its body is 20 mm shorter, height is down by 30 mm and the windscreen has been moved forward by 60 mm, the latter a design tweak that has helped cut aerodynamic drag by eight per cent.The new CR-V is built on the same platform as its predecessor but Honda engineers have improved front and rear suspension design and tuning and increased the car’s overall structural rigidity. While the six-speed manual VTi 2WD has a lever-type hand brake, all other models have one of those horrible foot-operated parking brakes.Honda engineers have done a lot of work on limiting how much engine and road noise is transmitted into the cabin. Sound insulation material is now fitted to the under-cabin floor pan and additional sound absorption material has been fitted to the rear door, rear wheel arches, door frames, fire wall and bonnet. As well, the wagon’s doors now have a double seal.For the CR-V’s occupants, there five drinkholders, front-and-rear door pockets and there is plenty of space for their luggage. With the rear 60/40 split-fold seats occupied, there is 556 litres of cargo space but drop the seat backs to an almost-flat position with a clever lever and this rises to a pretty impressive 1648 litres.In the safety department, the new CR-V has a five-star ANCAP safety rating and a full suite of electronic safety gismos including ABS brakes with electronic brakeforce distribution, stability and traction control and front, side and full-length curtain airbags with rollover sensors. Adding to the car’s safety are front seats incorporating a whiplash-mitigation system designed to limit neck injuries in the event of a rear-ender.Gear changes in the 4WD models are pretty slick and the paddles add to the driving pleasure. One of the key results is that during spirited cornering, the new model turns in more precisely and sits noticeably flatter than previously. While the seats are comfortable enough, they are a bit limited in their thigh bolstering and especially with the top-spec VTi-L’s leather trim, there could be a tad more leg support during hard cornering. For the driver, all-round visibility is excellent and the cockpit has been designed very much with the driver in mind.

Soft-roader was once a term of derision, applied to vehicles for breeders wanting to look like explorers. Then came mass acceptance. SUVs are now the family rule, no apologies required.Along with the Toyota RAV4, Honda's CR-V is the model most credited with creating the species. Now the new CR-V is here. Some 5.5 million CR-Vs have sold since 1995, more than 133,000 of those through Australian showrooms. This is the first generation with a version that drives two wheels only, something increasingly in keeping with entry level soft roaders.The base-model front-driver is available in two versions VTi and VTi Navigation. The all-wheel drive model line-up coming with an uprated version of the enduring 2.4-litre four-cylinder petrol engine. The first diesel CR-V comes next year.The new CR-V kicks off at the sharp end of the pricing scale. The front-wheel drive VTi with six-speed manual and 2.0-litre engine is priced from $27,490, the five-speed auto from $29,790. Standard fare across the range includes alloys and a full-size spare, electrically-retractable mirrors, insulated glass, keyless entry, Bluetooth phone link and audio streaming for the four speaker sound system.The VTi fitted with navigation is an auto-only proposition and slips over the hump to $31,790. With all four wheels driven, the VTi auto starts from $32,790. Trainspotters can pick it by the silver roof rails, with the features list also containing variable intermittent wipers, paddleshifters, a mirror-tilt in reverse gear, an alarm.The VTi-S auto is priced from $36,290. For the extra you add automatic headlights, rain-sensing wipers, dual-zone climate control, a leather-wrapped steering wheel, fog lights, auto-dimming centre rearvision mirror, rear parking sensors, sat-nav and six speakers. If you must have the flagship, the VTi -L starts from $42,290. That gets you leather trim, auto-levelling HID headlights, active cornering lights, 18in alloy wheels, chrome exterior mirror covers, power-adjustable and heated front seats, front sensors, sunroof, keyless entry and ignition.Small but clever engines have been a Honda hallmark and the CR-V. The smaller engine produces 114kW and 190Nm. The 2.4 delivers 140kW/222Nm. Fuel consumption has dropped from 10l/100km for the auto down to 8.7 l/100km. The engines both run on 91RON and both benefit from the long-serving VTEC valve system, which adjusts the lift and opening time of the valves, as well as the presence of a variable timing control system to control the inlet cam.The new “Econ” alters the throttle mapping for better fuel economy, as well as telling the cruise and climate control systems to lean towards lower energy use. So-called Motion- Adaptive Electric Power Steering (EPS) teams with the stability control system to assist the driver's steering input.The overall look is more aggressive, with more curves in the bodywork and a decent stance on the road. The engineers have endowed it with a flat underbody and paid attention to the wheel arches to help reduce the drag. The wheelbase is unchanged but overall length has been reduced by 20mm; the height has been sliced by 30mm Honda says there has been no change to passenger space. Loadspace is up, however. With rear seats up, its grown a suitcase to 556 litres, or 1648 litres when the back seat is folded.Sound deadening material is on the floorpan below the passenger compartment, as well as in the rear doors, rear wheel arches, door frames, front bulkhead and bonnet; the doors also now have a double seal.Already the recipient of five stars from ANCAP, the new CR-V has stability and traction control, dual front, front-side and full-length curtain airbags, anti-lock brakes with electronic brakeforce distribution. Reversing camera is standard range-wide; optional on the VTi are rear parking sensors but fitted standard on the top two AWD models (as is an auto-dimming centre rear vision mirror), with the flagship VTi-L getting front parking sensors as well.First impressions of the new CR-V are a sharper look and a roomy interior. Despite a smaller footprint, the updated SUV (which sits on the old car's platform) has enough space to sit behind my own driving position, although the lowered rear bench does put the knees a little higher than ideal.Cargo space is ample - aided by one-touch fold-down seats - and it has a full size spare across the range. The console and instrument layout is easier to decipher and use, as well as being informative - two centrestack screens display trip and infotainment info, as well as the satnav display, while a third screen in the instrument binnacle adds to the information on hand for the driver.The first model driven was the flagship Luxury auto, powered by the updated 2.4-litre engine. The interior is let down a little by some hard plastics and overly-firm leather seats, but the cabin is quiet and the ride quality is good. The powerplant is willing but needs revs on board, something the driver can dictate using paddleshifters. Claimed fuel consumption has dropped into the 8s but the launch drive had numbers between 10 and 12L/100km.Press-ahead driving is not this car's forte but up to a point it is comfortable in corners, without excessive bodyroll, but dynamically the CX-5 remains unassailed as the segment leader for on-road dynamics. The electric power steering feels over-assisted and doesn't give much feedback to the driver about what's going on under the nose - it's not as much of an issue in an SUV as it is in a sportscar, but back-to-back drives in the old car displayed the differences in steering, as well as improved ride quality and insulation.Missing? Some of the active safety features that are in the car in other global markets, but also there's no stop-start fuel saver on offer here, something that is also in the CR-V elsewhere, sacrificed (says Honda Australia) for the value-for-money equation, contradicting some of the fuel-saving "green" credos mentioned in the same presentation.Another disappointing discovery was roof-mounted child seat anchor points - as well as the strap for the centre lap-sash seatbelt in the rear seat. A full boot of luggage behind a cargo barrier is not tether-strap friendly in this setup. The switch to the two-litre automatic front-wheel drive model was far less of a step down than the numbers would suggest - given the AWD's lack of off-road intent, the front-driver has plenty about which to like.Tipping the scales at almost 100kg lighter, the smaller engine sings a nicer tune, without being overly intrusive. The lower outputs make climbing hills a little more leisurely but the entry-level automatic should be far from the last choice of the new range.Honda is aiming to sell 1000 a month, rising to 1200 or more when the diesel arrives next year. Ignore the manual pricepoint car and the VTi front-drive auto is $29,790, which is right in the ballpark of its opposition. Comfortable, practical, flexible and useful, the CR-V will continue to find favour in Australia, but getting back to the top of the SUV heap isn't happening with this model generation.

Graham Smith reviews the 2007, 2008, 2009 and 2010 Honda CR-V as a used buy.

Most people who ventured beyond the black top in a CR-V returned with a scathing assessment of its ability to handle the rough and tough going. They missed the point, the CR-V isn't an off-roader, it's a high-riding townie, which is why Australians have taken to it the way they have. The CR-V became one of our top-selling SUVs because it won over city dwellers, not bushies.If you want a car that will eat up the bush stop reading now; if you're looking for a car that will serve the family well round town read on. The RE model launched in 2007 was larger, smoother and fresher than the outgoing model it replaced. It was an attractive car, although the front with its gaping intake took some getting used to.The spare wheel was moved from the rear to a position under the car, which said more about the CR-V's intended use than anything else. Anyone heading bush would appreciate the easy access to a spare mounted on the rear, but anyone stuck in town traffic would prefer the easier loading with the spare underneath.The new body was more rigid, which was a boost for its safety and handling, it also made the cabin quieter. As a result of the increased rigidity the on-road feel, never one of the CR-V's strengths was a little sharper making the driver feel more connected than in previous models.The 2.4-litre engine had more power, 7kW by Honda's measure, which boosted its performance slightly. It was never a fireball, and the performance was only marginally increased, but at the same time it was perfectly adequate for its role in the marketplace.A new six-speed manual gearbox was an option alongside the five-speed auto, and the final drive was through the front wheels, but with drive sent to the rear wheels as and when needed for traction. Overall the CR-V was a competent family wagon that did everything well without being particularly outstanding in anything.IN THE SHOPHonda has always enjoyed a solid reputation for building quality cars, and the lack of complaints CarsGuide has received about the CR-V is testimony to the company's continuing commitment to quality. Regular oil changes are a must with Hondas, so check for a verifiable maintenance record.IN A CRASHNew to the CR-V in 2007 was electronic stability control, a worthwhile safety feature by any measure. Already with front and side airbags, and ABS brakes, the addition of stability control completed an impressive safety package.UNDER THE PUMPWith a claim of an average of 10.0 L/100 km - which was backed up in real life tests - it couldn't be said the CR-V was a fuel miser. Fuel required was a minimum of 91-octane unleaded and Honda approved the use of E10. LPG experts recommend against running the multi-valve CR-V engine on LPG, advising that premature valve recession is a real possibility.AT A GLANCEPrice new: $31,990 to $41,990Engine: 2.4-litre 4-cylinder; 125 kW/218 NmTransmission: 6-speed manual, 5-speed auto, on-demand 4WDEconomy: 10.0 L/100 kmBody: WagonVariants: Base, Sport, luxurySafety: 4-star ANCAPGreen: 3.5 stars.VERDICTBigger, roomier, smoother and more powerful than before, the CR-V makes a great family choice.

The CR-V is approaching its fourth year in a market filled with newer rivals but the compact Honda is still a consistent seller.  It also has a devoted following among the mums of school-aged children, judging from the number that crop up in streets near schools and parking lots.The Honda combines a high-riding drive position with handling better than some cars and a small SUB body that will still swallow a lot of luggage, especially with the optional cargo screen fitted Carsguide has just returned a long-term CR-V and can see why owners are so passionate about them.The Honda Sport gains alloy rims and a few vanity interior features like a sunglass holder in the roof console. At $39,000 it is pitched into battle against the up-spec versions of the new and very capable Kia Sportage, the Subaru Forester and the Holden Captiva. The CR-V can still match them in the drive, but it is starting to date inside - the lack of Bluetooth is a obvious omission. A six-speed gearbox would only help fuel consumption, too.The cabin itself is still a comfortable, with switches falling where you expect them, a sound system that you don't have to read the manual to manoeuvre around and an airconditioning unit that was warm/cool within 90 seconds of entering the car.The 2.4-litre VTEC engine was good when it came out but Honda will soon need to update the Euro IV-compliant engine with a Euro V version if it wants to continue European sales. It will probably be a refinement of the existing mill, which is a free-spinning unit that happily winds up to redline.The on-demand all-wheel drive system performs credibly in a range of situations, from gravel roads to ice and mud. Power is generally channelled forwards, but rear drive is added as front traction is lost. It sounds simple (it isn't, unless y and really enjoy hydraulics) and works well in every situation Carsguide could put it through..The conservative Honda suit didn't win any design laurels when it was launched, but it's standing the test of time well. The inoffensive styling still isn't out of place in the new-car carpark. The upright look has been maximised in terms of interior space and the little SUV is quite capable of taking a family of four on a weekend camping trip with little fuss. Honda will even sell you a generator ...The Honda is a top performer in crash tests globally and its structural integrity is one of the features the Japanese company boasts about. It uses stability and traction control to try and avoid the crash in the first place, then deploys six airbags to cushion the impact between occupants and the reinforced chassis if the worst does happen.Adaptive head restraints help out but first time SUV owners should still do themselves and their cars a favour and book in for a specialised SUV handling course with someone like Murcotts or DECA.The only real giveaway you're driving an SUV comes from the high ride position. The Honda will outcorner conventional cars - and that's without relying on the software to help out. There's the inevitable body roll before the suspension stabilises everything with a fair amount of efficiency. That makes the CR-V a fun device on hard-packed gravel roads and still in its element lane-changing in the CBD.The brakes are solid and again reinforce that feeling of confidence - the CR-V doesn't pitch under heavy brakes as much as some of its competitors.  The rear tailgate needs remarkably little room to swing up, making loading up the groceries a simple affair.The interior surfaces are also easy to clean. That's a big deal for any family with young children or who are regular campers and will be regularly removing gunk from the fabrics, but it stood tall and colourfast even after the worst my pre-teen children could squash into it.The brakes are solid and the car is better than any one aspect suggests. The origami-like way they come together make the CR-V a worthy contender against the latest crop of SUVs _ and reinforce how good it was on launch.If build quality and practicality matters, the Honda should rate highly on the shopping list.

Honda has put a lot of work into the exterior styling of the new CR-V. But with so many worthy competitors in the SUV category now, they needed to in order to hang onto its fans. The Honda CR-V range starts at $33,990 and tops out at $43,990.The CRV base model is powered by a 2.4 litre DOHC in-line four cylinder engine that puts out 125kW of power at 5800rmp and 218Nm of torque at 4200rpm. A six-speed automatic or five-speed manual with grade logic control gets power to the wheels.   The SUV has a combined fuel economy figure of 10l/100km for both transmissions and it emits 237g/km of CO2, again for both automatic and manual.Honda has improved the exterior of the CR-V since the last version. Smoother lines and well placed creases shift it into the stylish and refined SUV category.  Keyless entry, body coloured powered side mirrors come standard on the entry level model and the inside is stacked with standard features.Air conditioning, cruise control, front seat armrests, a multi-function display, an MP3 compatible stereo and heaps of storage, make travelling in the CR-V a pleasure on trips of any length.  The 40/20/40 split-fold-and-slide rear seats are even heated for extra comfort. As well as a comprehensive airbag package, the Honda CRV entry level edition list of safety features includes anti lock brakes, child proof rear locks, electronic brake force distribution, an immobiliser system and Honda’s G-con technology.Compared with Hyundai’s Santa Fe and the Subaru Forester, the first impression of the CR-Vs interior is ‘fuddy-duddy’, especially with the arm rests down. It looks more like a Smokey Dawson chair has been shoe-horned into the cockpit than the modern – young - interiors of the other two competitors.Having said that, the seats are comfortable if a little flat, and the dash is uncluttered and easy to work out. But it’s just a bit old looking and we reasoned that given the glut of these types of cars that are available, Honda need to put more effort into interior styling.  The outside is definitely better than it was but Honda needs to pick up its game and come up with something a little edgier if it wants to remain a frontrunner.Driving, as always in any Honda is smooth and refined with a perfectly mated transmission. Good torque across the rev range saved us from feeling nervous when merging and overtaking and there was enough poke for it to just scrape into the ‘zippy’ range.Happily, the revised suspension in the new CR-V meant that we stayed pretty upright in corners and the grip was smarter than the previous model.There was noticeable wind noise off the side mirrors, plus a bit of rumble up through the floor, especially when travelling at speed but our conversations weren’t interrupted by it.With the back seats down it really does look like there is a tonne of room, and with the seats up five large adults fit nicely with room to spare.  Mechanically, Honda’s new CR-V is a very good car; it just isn’t the best looking thing getting around. And we think that could become a real problem in the not too distant future.

A quick glance at this year's off-roader sales figures reveals two things. They are going gangbusters and there are plenty of choices out there in buyer land. This is good news and bad news for Honda's popular CR-V. Honda has reacted to the challenge from newer rivals by giving the CR-V a modest facelift for 2010.Although it has been around in various guises since 1997 and grown to be a formidable competitor it faces fresh challenges. The Mazda CX-7 and the Volkswagen Tiguan have been edging the likable CR-V out of the sales limelight this year.It also has to go head-to-head with the strong-selling Subaru Forester, Nissan X-Trail and Toyota RAV4. Other well-specified arrivals like the Hyundai ix35 and repackaged Nissan Dualis will not make things easy for it either.Honda Australia spokesman, Mark Higgins, says despite the competition the CR-V remains one of the company's more popular core models with a strong owner loyalty base. It consistently ranks as one of the brand's top-three sellers. "It's essentially mum and dad's taxi," he says.Higgins says the little off-roader wagon has a strong following among families because of its practicality and economical four-cylinder engine. "The loyalty rate for the CR-V is very high," he says. "Owners tend to upgrade out of one into another."As before, there are three models, a starter, mid-range Sport and range-topper Luxury. The Sport remains the best seller, closely followed by the Luxury, Higgins says. "The mix is quite rich for us towards to top-end models," he says. Prices kick off at $30,990, rising to $42,790 for a loaded Luxury. The Sport is $38,790.Honda has improved the CR-V in several key areas, tweaking the steering, ride and handling. The entry model also gets full-length curtain airbags as standard, while the Sport gets upgraded seven-spoke alloys and the range-topper Luxury has new five-spoke alloys and automatic headlights and wipers. Extra sound deadening has been added around the engine bay and in the cabin to reduce road and engine noise.There are some cosmetic touches outside and inside, like new door handles and interior surfaces, upgraded fabrics and plastics that help create a premium finish. The front end also gets a new bumper and updated grille.Higgins says the feedback from buyers on the improvements has been favourable. "Many remark on how much quieter it is and the sedan-like ride," he says.All CR-V models share the same carry over 125/kW/218Nm 2.4-litre i-VTEC engine four cylinder engine with either a six-speed manual or five-speed automatic. The auto is standard on the Luxury.It's been a while since we've driven the CR-V. However, friends who own them are really committed CR-V owners and love them. We can see why. It manages to master the dual roles of family duties around town while being a compact and economical off-roader if you want to go bush. A five-star crash rating also provides some reassurance.The 2010 updates have delivered improvements to two specific areas, the steering and suspension. The revised steering feels more direct and meatier. The end result is that it now more communicative.The suspension has also been massaged to improve the ride and handling. It works.The CR-V no longer feels slightly floaty when swinging through roundabouts or driving through winding mountain roads. It is more secure and that's a big positive. The 2.4-litre four-cylinder, mated to a five-speed automatic in the Luxury, remains a sweet unit that has ample power and is reasonably economical.However, some of its rivals are now opting for six-speed automatics over a five-speed. The fully automatic 'real-time' all-wheel drive system remains. It uses a multi-plate clutch to push power to the rear wheels only when needed. In the past we've found it reacts too slowly when you hit soft gravel but it will fulfil most light duty off-roading needs.The curvy design, a marked departure from the boxy look of pervious CR-Vs, has grown on us but the front-end still lacks enough visual presence. Like all Hondas, the CR-V's cabin is appealing and modern. The switchgear has a quality feel, the dials and trip computer are easy to read and there is plenty of room for passengers and luggage.The neat, twin-height luggage shelf is a bonus for families with small children. You can pop a stroller under the luggage shelf and put groceries above it. It's a neat trick and typical of Honda's design thoroughness, just like the 40/20/40 split rear seats, which slide and tumble forward to increase the load area.

Anyone who has taken the time to look at new car sales figures over the last few years will have seen a phenomenon taking place that has transformed the local car market in a way few others have before. That phenomenon is the popularity of four-wheel drives, most particularly those at the light to medium end of the four-wheel drive segment like the Honda CR-V.The CR-V is currently under siege from Nissan’s popular X-Trail compact four-wheel drive, but before the Nissan hit the market the Honda was a clear leader in the segment and on the latest sales figures is still the second most popular compact four-wheel drive on the local market.On those same figures there is no let up in popularity of these vehicles in sight. So popular are four-wheel drives that companies like Subaru, Volvo, Audi, BMW, Benz, and even Porsche have felt the need to join in the party with four-wheel drive models of their own. Latterly, Ford and Holden have announced plans to launch new four-wheel drive models, the Territory and Adventra respectively. So convinced is Ford of the strength of the phenomenon that it is pinning its future on the Territory, although it prefers to describe it as a new type of all-purpose crossover vehicle rather than a four-wheel drive.The move to four-wheel drives isn’t new, it began back in the 1970s when they were promoted as getaway vehicles for people who dreamt of going bush or to the beach in their leisure time while spending their weeks battling gridlock in our cities. There is still an element of the dream time drive in the ongoing four-wheel drive success story, but there’s much more to it now.In essence people see them predominantly as economical family wagons, a replacement for the traditional station wagons made by car makers like Holden and Ford, but lighter and with more economical four cylinder engines. They also value the virtues of down-the-road vision with its perceived safety that comes with a high seating position.The CR-V wasn’t the first to enter the market, that honour goes to Toyota’s RAV4, but it was the first to really appeal to families as an alternative to the old full-sized station wagon. Toyota really failed to understand the market when they initially pitched the RAV4 at young buyers, the ones who wanted to spend their weekends at the beach after a trying week in town. It missed the mark, and the Honda was pretty well established by the time Toyota revamped its approach with a wagon that suited families.MODEL WATCHThe CR-V hit the road running in 1997 and hasn’t looked back. Offered as a four-door wagon only, with four-wheel drive on demand, the CR-V was powered by a 2.0-litre four cylinder engine and had a choice of five-speed manual or four-speed auto.Honda’s on-demand four wheel drive system isn’t really designed for heavy off road going, it’s more an intelligent all-wheel drive system that handles loose or slippery surfaces with aplomb, and tackles rough tracks with assuring competence, and that makes it an ideal family fun off-roader.The system employs a clutch between the propeller shaft and the rear differential, each of which drives a hydraulic pump. The amount of clutch engagement is determined by the difference between the front and rear axles (or pumps). If the axles are spinning at the same speed the clutch is disengaged and only the front wheels are driven, but if the front axles are spinning faster than the rears the clutch engages and torque is sent to the rear wheels. The degree of engagement of the clutch is dependent on the difference in speed between the front and rear axles, the greater the difference the more the clutch is applied.The good thing is that the driver doesn’t have to do anything, the system takes care of everything.The downside is said to be that the time lag before the rear wheels kick in can lead to problems in heavy going where the CR-V can get bogged down because the front wheels are overwhelmed before the rears are able to help out. For the most part that’s not a problem and few CR-V owners are likely to experience any problem.Most owners are happy with the performance of the double overhead cam, four valve, fuel-injected 2.0-litre engine, although there was the occasional gripe that the 94 kW and 182 Nm it had when released wasn’t enough grunt. An upgrade in 1999 saw output boosted to 108 kW and there are few complaints with that.For most the CR-V is a roomy, well equipped wagon that performs family duties well. It comes standard with air-conditioning, dual airbags, remote central locking, engine immobiliser, metallic paint, power mirrors, windows and steering, a radio cassette and roof rails.A Sport model was introduced in 1999, and that came with alloy wheels, ABS, fog lamps, sunroof and a hard cover for the spare wheel.Another model, the Classic, was introduced in 2001, and that featured alloy wheels and CD sound in addition to the long list of standard equipment.IN THE SHOPSafety is an issue with four-wheel drives and an important one for anyone thinking of buying one. The popular four-wheel drives simply aren’t as safe as a regular family four-door and that needs to be understood.Their crash performance doesn’t match that of normal sedans, and importantly, their ability to avoid a crash is much less than a regular sedan. That high driving position may be great for seeing down the road, and good vision is definitely a good thing, but it also means a high centre of gravity and that means it won’t change direction as precisely as a car sitting lower.The CR-V’s handling is not the best in its class, although it is predictable and in that sense safe enough. Pushed hard into corners the CR-V will heel over and understeer, its reaction to steering input a little slow.Otherwise the CR-V is reliable and robust with high build quality and good quality interior trim and plastic parts. Honda once had the reputation for having the highest spare parts prices, but the company has done lots of work to get those prices down in recent times and they’re not the problem they once were.Few CR-Vs will have gone off-road in any serious manner, so if you see one that appears to have been thrashed through the bush check it carefully as there are heaps on offer that have never left the black top.OWNERS’ SAYPeter Fletcher of Keilor in Melbourne rates his 2000 CR-V Sport auto 10 out of 10. It’s done 35,000 km as a commuter vehicle for his wife and on trips to Lake Eildon on weekends where it has handled the slippery slopes without a problem. He says it’s been an excellent all rounder, with good performance and economy.Andrew Want is also enamoured with his CR-V, a 2002 Sports auto. It’s safe, economical, roomy enough for his family, comfortable on a long trip, looks good and has good resale value.Chris Costa is another love-struck owner. Chris says his 1998 manual hasn’t been off-road yet, but he loves the interior space, fuel economy, looks, and the foldaway picnic table.Corey Passlow was looking to downsize when he traded a Toyota Prado on a 2002 CR-V Sports. Corey has had problems with scrubbing out the front tyres, and an unfortunate experience with his dealer in resolving the problem. Front end alignment is the cause of the problem, but how it came to be out is the reason for the dispute. Corey says he’s trading the CR-V on a Holden ute.John Hansen bought his 1999 CR-V privately two years ago with 50,000 km on the odometer. It’s now done 80,000 km and hasn’t given a moment’s trouble. John says he’d happily have another one.Ross is happy with his 1998 CR-V which he says hasn’t given any trouble, but he says it has been a disappointment on the occasions he has taken it off road. “The four-wheel drive function is virtually useless,” he says.Thomas of Lake Bolac in Victoria is not happy with his 2001 CR-V, which he says is underpowered with unacceptable engine noise. It regularly stalls and is poorly geared. He also says the seats are uncomfortable.David Howard’s 1997 CR-V has done 186,000 km and hasn’t given any problem. David traded a Ford Fairmont on the CR-V and went “from dodgy electrics, overheating and atrocious duel economy to a practical car with perfect reliability and good fuel economy”. Overall David says he’d be happy to recommend the CR-V to friends, his only gripe being seating comfort and the lack of a lap sash seat belt in the centre rear seat.Craig of Lilydale in Melbourne has owned two CR-Vs. He did 100,000 km on the 1997 model he first owned, and has now done 63,000 km in the 2000 model he now owns. He says the CR-V is perfect for the family with plenty of space, it’s been very reliable and is well built. Craig also says it is the best towing vehicle he’s ever owned.David Jones of Wollongong says he’s happy with his 2002 CR-V Sport auto. It has plenty of get up and go, has no trouble towing his fishing dinghy, is easy to live with and drive, and is well built. He rates it 7.5 out of 10.LOOK FOR• lots of room for family• good visibility from high seating position• very good build quality• reliable engines and gearboxes• occasional off-road capability• prestige badge• check crash performance• signs of bush bashing

We'd arrived in splendid comfort, sitting on leather seats, sunroof open, six-stack CD quietly playing, and quickly unloaded, from the rear of the wagon, the picnic chairs and table.But this stretch of beach has trapped a lot of cars in its time, with two-wheel-drive vehicles spinning their wheels down into the sand and becoming bogged. No problem, however, for this vehicle on this night. The Honda CRV made no fuss over this light beach sand. It would take us along a few dirt tracks, too. Yet it has all the comfort, practicality, comfort and style of a medium-sized family wagon used for normal bitumen cruising and every day running around.No, Honda CRV is not a serious off-roader. Nor is it meant to be. It's designed as a regular family car. And, in the case of the Luxury version tested, a comfortable and well-equipped one that has all-wheel-drive for a softer off-road experience.There is no low-range transmission but it does have fair ground clearance (185mm) and tyres that don't mind stones and dirt (Bridgestone Desert Dueler H/T), with a full-size spare wheel.But the four-cylinder Honda CRV is up against a swag of all-wheel-drive wagons in the $30,000-$40,000 range. Forester, X-Trail, Outlander, RAV4, Escape, Tribute, Captiva, Compass, Tucson and Sportage contest this popular segment, showing that not everyone wants a tough-as-tanks 4WD. And Honda does it well, particularly in refinement and insulation of suspension and engine.It runs a normal front-wheel-drive system. But when front wheels start to spin, an hydraulically-powered system enables a clutch to bring in the rear differential and send power to the rear wheels. Power is apportioned to the front and rear according to traction. It lacks a 4WD lock switch. It comes with six-speed manual transmission or five-speed automatic, the latter meaning 2050rpm at 110km/h, and an official fuel consumption rating of 10 litres per 100km.A four-cylinder, 2.4-litre engine has become the benchmark in this market segment. Honda's 2354cc, variable camshaft unit gives 125kW power at 5800rpm and 218Nm torque at 4200rpm. The CRV has vehicle stability program as standard, cruise control, airconditioning, 17-inch diameter wheels, CD player, and tilt and telescopic steering adjustment, all for $31,990. CRV Sport adds front and rear curtain airbags, dual-zone climate control, alloy wheels, power sunroof, fog lamps, six-stack CD and a double deck cargo shelf (top deck for 10kg) at $37,490.The CRV Luxury, as tested, comes with leather trim, heated front seats, eight-way, electric driver's seat adjustment and reverse parking sensors at $39,990. Add $2000 for automatic transmission in each case.The five-seater has reasonable leg room in the rear. The gear selector comes from the lower central dashboard. Automatics get a foot-operated park brake. Manuals have a hand brake.