Honda CR-V Reviews

Honda's ubiquitous CR-V, which has been steadily carving out a niche in Australia since 1997, is bigger, more powerful and safer than in previous years.Originally designed as a limited market derivative of the Civic, the CR-V took off in Australia and by 2000 was the No. 1 seller in the Sports Utility Vehicle segment, outdoing Toyota LandCruiser and Nissan Patrol. It was also Honda's top seller in Australia for 1999, 2000, 2001 and 2002.This year there are substantial changes to body and drivetrain. The arched window shape at the rear is probably the most noticeable change from last year while the front grille is different and the spare wheel has disappeared off the back door and now lives under the boot floor.It is now sourced from Honda's Thailand factory rather than Japan.If the rear door mounted spare wheel on the previous model is discounted, the new CRV is 100m longer, stands 20mm shorter, 35mm wider and has 70mm more passenger room. Its wheelbase is 5mm shorter, its front track 30mm wider and rear track 20mm wider. Ground clearance has been reduced by 20mm overall but that should not be regarded as a drawback for this bigger all-round CR-V.While Honda talks about 4WD in brochures, the CR-V has not been designed with beaches or muddy tracks in mind. It really is a computer controlled all-wheel-drive system designed for greater traction on the road, (tarmac or gravel) rather than bush bashing.Most of the time the front wheels are doing all the driving. It is only when there is a lack of traction up front that power gets sent to the rear wheels via a clutch on the rear wheels' driveshaft.The CR-V receives Vehicle Stability Assist for the first time in 2007. The VSA system basically takes over the throttle and brake systems from the driver when the CR-V gets out of shape.It uses the anti-lock braking system and wheel sensors, the electronic “throttle by wire” system and information from other sensors to detect whether the car is over steering (the back is sliding out), or under-steering (the front is going straight ahead rather that to the left or right where the wheels are pointed).When it has all this figured out the computer applies the brakes to what ever wheels will rectify the situation while at the same time managing power by increasing or decreasing throttle opening and advancing or retarding the ignition.VSA sounds highly complicated (and it is) but it works as seamlessly as the excellent transmission and the driver would not know it has assumed partial control unless he noticed the little flashing warning light on the dash.The automatic CR-V as tested is wildly overgeared. If it revved right out in top gear it would be doing about 350km/h.Obviously slowing engine speed in relation to road speed is a good way to save fuel but the CR-V, despite developing 7kW more than the previous model, whips down a couple of gears at even slight slopes if it is carrying four or five people.That is no problem because Honda has developed an impressively slick and sophisticated auto which is not afraid to make the engine rev out to the 6500rpm redline.It changes down a gear without any noticeable lurch or other drama. In many cases, especially if the driver is using cruise control, it is only the rev counter which gives the game away as it changes down in the hunt for more power to keep the 1600kg box shape SUV moving.The onboard trip computer sheds light on why the CRV can be relatively thirsty. On the flat at a steady 100km/h it is using about 7litres per 100km. But if that speed is maintained up a slope and the SUV changes down a gear or two it will be using fuel at the rate of 15 or 16 litres per 100km. So if driven gently on the flat it will be pretty frugal but if you stick your boot into it, or try to maintain 100 or 110km/h with a full load, expect consumption to go up a bit given it is only a 2.4-litre four-cylinder engine moving 1620kg, which is more than the Rav4, Subaru Forester or Nissan X-Trail. Honda claims a combined consumption (urban and freeway) of 10L/100km. Leadfoots expect more.The 2007 CRV comes with the usual Honda adherence to quality control. The finish is excellent and the cabin is practical rather than luxurious but with everything falling to hand. There are James Bond-style storage areas all over the place with enough room for sunglasses (in the roof lining) cups (centre and in the front doors), CDs (in the centre) and change (front, back and sides). Missing for 2007 is the integral picnic table which has been sacrificed for space to accommodate the in-car spare wheel.The CR-V comes in three guises, Base, Sport and Luxury. We had both the Sport and Luxury in the CARSguide garage. The differences are in seating, wheels, sound system and parking sensors. The Luxury boasts leather heated seats and an electrically controlled driver's seat and the mag wheels are different on the Luxury. The sound system is slightly better and you get parking sensors, all for $2500.SECOND OPINIONI'VE been checking our previous model Honda CR-V for a listening device.Someone at Honda must have been listening to my conversations. It seems just about every modification in the new model has been in answer to my complaints, minor though they are.The CR-V has been a model family car; economical, practical, stylish and dependable.My complaints were that there was not enough legroom in the front, it needed audio controls on the steering wheel, there was too much road noise and the auto shifter being positioned on the steering column.Now there is plenty of room for me to stretch out up front, the audio controls are easily accessible on the steering wheel, the road noise is substantially reduced and the shifter has moved to a more commonsense location by the centre stack like the Odyssey.On top of all that there are some nice styling mods (except for the ugly inside door grips which look like bicycle cranks), clever little storage bins and cubbyholes, and the natty convex mirror above the rear-view mirror which allows you to check up on your kids: “Billy stop hitting your sister!”The new model also handles and steers sharper than before and there is slightly more power in the daily driving range.My only complaint is the relocation of the rear door spare tyre.That tyre saved us an expensive fix in a minor rear-ender when my daughter was driving.With the spare wheel now located under the cargo floor the handy picnic table and wet storage area have been scrapped.Honda CR-V Price:$37,490-$41,990ENGINE:Willing, but a bit of a screamer and noisy.HANDLING: Good, for a tall, boxy, SUVSAFETY: New stability controlECONOMY: Good for lightfootsVALUE: Top quality buildSPECS: ENGINE: 2354cc, inline, fuel injected, four-cylinder DOHC with variable valve timingPOWER: 125kW @ 5,800rpmTORQUE: 218Nm @ 4,200rpmTRANSMISSION: Six-speed manual, 5-speed automatic with grade logic control (as tested) real time 4WDFUEL: ULP 91, 10L/100km (claimed)WHEELS: alloy 6.5 x 17, full size spareTYRES: 225/65 R17 102TEMISSIONS: Euro 4/low emission vehicleFOR: Roomy and slick transmissionAGAINST: Lacking in grunt, zales figures tell the tale

I remember driving the original CR-V for the first time in California in 1997, and wondering.It felt like a Civic on stilts. It was nice to drive, and boxy with good cabin space, but hardly a world-beater. I was wrong.The CR-V has been a winner on all fronts and the latest model, new this year, has enough updates and improvements to revitalise the car and its sales. It is bigger, smoother and fresher.The 2.4-litre engine has more power, there is a six-speed manual gearbox, electronic stability control is fitted and there are curtain airbags in the Sport and Luxury models.Honda is making a big deal about the new body, which it says makes the car better in every way.It's more rigid for safety, quieter, makes the cabin even more car-like and boosts its work on suspension, steering and refinement.There are plenty of little improvements, from sharper steering to a double cargo shelf in the tail.The full-sized spare wheel remains, but is now below the cargo area, as does the on-demand four-wheel-drive system.Shifting the spare has shortened the length of the CR-V, but it is wider and sits lower, with wider tracks and a shorter wheelbase.The cabin design is funkier and much like the Civic, including a pull-up handbrake tucked low at the front of the console.The new CR-V looks significantly bigger and the side profile sets it away from the earlier models.But the nose could be better and seems to have been styled more for its impact than any elegance.Honda has done well on pricing. The CR-V still starts at $31,990 with extra gear in the base model, sliding up to $39,990 for the Luxury model. Add $2000 for the five-speed auto.The pricing puts it well in the ballpark against its obvious rivals; the five-door RAV4 from Toyota starts at the same price, as does the Subaru Forester. ON THE ROADI KNEW exactly what to expect from the CR-V and it delivered. It is nothing special to drive, but it will do the job for target customers.Importantly, it has the extra size and refinement to line up with the RAV4 and it will get an easy free kick for a while as the Forester rolls deeper into its twilight.Nissan's X-Trail is also nearing the end of its run, but has always been aimed more at people who want to go bush.The new CR-V is significantly quieter. You can see and feel the extra space in the cabin. And I like the changed location for the spare.It makes it easier to load and unload the back end, which is a bit more flexible than before.Quality is good, I have no reason to question Honda's claims on improved safety, and it is good to see another soft-roader picking up electronic stability control.The steering feels a little sharper than before and the tilt-and-slide steering column makes it easy to get a good driving position.The front buckets could do with more shape and support, but that comes back — like so much stuff this year — to the preference of customers in the US, which dominates a lot of the development work.The new CR-V was a bit disappointing in the engine, despite Honda's claim of an extra 7kW, and the ride is also a big jiggly over small bumps.They are both disappointments because Honda engines are usually so perky, and the CV-V has always had a smooth ride on any surface.And I managed only 9.9 litres for 100km at the pumps, which is nothing special for the car or class. The six-speed manual is good, though, with a crisp shift and well-space ratios.I chose the basic CR-V to get a real measure of the car, right down to steel wheels, but there is plenty of room to move if you have a bigger budget and even the mid-level CR-V Sport comes with good kit, including parking radar and curtain airbags.Overall, the Honda CR-V is bigger and better, but not a lot on either front. However, the value is great.That should be more than good enough to put it on plenty of shopping lists, but not to put it ahead of the RAV4.THE BOTTOM LNENEW and a little bigger means the Honda CR-V will still be hot in the shops.80/100

Like so many softroaders these days, it gets a 5 per cent import duty advantage because it's a four-wheel drive.Yet the third-generation of the 10-year-old model makes no pretence at being anything other than a street-wise "mum's taxi", far removed from the commercial vehicle for which the duty allowance is intended.The national launch in Launceston this week included more than 300km of Apple Isle roads and not one bit of gravel, Honda Australia PR manager Mark Higgins promised.Apart from a short piece of roadworks and the gravel driveway to the isolated Barnbougle Dunes golf links (the world's 48th best links, according to Golf Magazine), he was right.The new CR-V arrives just marginally wider, but shorter because the spare wheel has been taken off the back door. The gimmicky picnic table has now been replaced by the spare under the cargo floor.Now made in Thailand, Honda has been able to significantly upgrade specifications including electronic stability control across the three-trim range, without increasing prices above the previous model, prior to the run-out specials.The base model starts at $31,990 for the six-speed manual, the Sport is $37,490 and the Luxury is $39,990. Add $2000 for the five-speed auto where the conventional handbrake is replaced by a foot-operated brake.The Sport gets alloy wheels, a six-stacker sound system and dual-zone air-conditioning, while the Luxury adds leather upholstery, heated front seats, electric driver's seat and reverse parking sensors. There is no badging on the outside to distinguish the different trim levels.With modifications to the suspension and steering, a stiffer body and chassis, 20mm less clearance and 35mm lower centre of gravity thanks to the relocation of the spare, the vehicle now has perhaps the most sedan-like handling characteristics of all compact sports utility vehicles.Despite the softer, more rounded coupe-like look, the absence of the rugged spare on the back and the lower, wider stance, CR-V project leader Mitsuru Horikoshi said the new model had a "tough image".The picnic table may be gone, but who is he kidding?Outside, the CR-V has undergone a gentrification from the very square, almost Defender style of the 1997 original.The second generation from 2001 had a few more curves, bigger headlights, more torque and all-wheel-drive upgrade.The third generation gets a very curvaceous and aerodynamic exterior, plush interior, wider tyres, a flatter torque curve and another AWD upgrade.Celebrating its 10th birthday this year, the CR-V has sold more than 2.5 million in 160 countries and has 90,920 Australian owners.It is not difficult to understand why. It is an economical, practical package that is well styled, easy to drive and attractive.On the road, the new CR-V immediately feels nippier in town thanks to the extra 7kW of power and flatter torque curve.However, when we hit the highway and the hills, the typically high-revving Honda engine becomes a bit noisy, without any real oomph. Passing becomes a matter of planning rather than spontaneity.Wind and road noise are now reduced thanks to better engine mounts, sound insulation and better door seals. I also found the Bridgestone-shod CR-V was much quieter than those wearing Michelin shoes.Ride is so much better, almost plush, yet retaining superb cornering dynamics and none of the body roll or tyre scrub of the previous model.All models now get Vehicle Stability Assist, which can quickly be switched off.The upgraded AWD system drives the front wheels until it detects slip and then engages the rear wheels.Safety has always been a hallmark of Honda with ABS, Brake Assist, Electronic Brakeforce Distribution, active headrests, better crash protection and six airbags on the Sport and Luxury models.Inside, the CR-V has had a substantial update so that it now resembles the tasty Odyssey cabin.Changes include a telescopic steering wheel adjustable for reach now as well as height, gear shift on the centre console, upgraded sound system with auxiliary jack for MP3 players and more front leg room.The CR-V has always been a magnificent interior package with plenty of space, split folding rear foldable seats and an open, airy feeling.It is now even better with more space, cup holders, clever gadgets (such as a convex mirror so parents can check on the children in the back), plus storage options such as dual-deck cargo shelf in Sport and Luxury models.This allows you to access luggage on the bottom, without having to remove luggage stored on top.Some may miss the rear door which is now replaced by a top-hinged tailgate, but at least it opens from down low, so access is easy.The new CR-V goes on sale on February 15 and is on show at the Brisbane International Motor Show. (Vehicle details in the show guide are incorrect.)

The CR-V hit the ground running and was one of the first of a new generation of four-wheel drives conceived to suit people who rarely pass the city limits.Honda's entry was based on its Civic small car, but had a smart looking wagon body that promised performance in the bush, even if it never got that far.Inside it was comfortable, had a walk through facility to move from the front seats back to sort out troublesome kids, and a 50/50 split-fold rear seat for greater flexibility.Power from launch was from a 2.0-litre double overhead camshaft fuel-injected four cylinder engine, which produced 94 kW at 5500 rpm. An update in 1999 saw power climb to 108 kW and torque to 182 Nm.Transmissions on offer were a four-speed manual and four-speed auto.The CR-V's four-wheel drive system comes into play only when it detects the front wheels are slipping, and it then directs drive to the rear wheels so it's a part-time or on-demand system, but it still has to carry the extra driveline gear which soaks up fuel.In reality, it's designed to cope with slippery roads, and unsealed bush tracks, as long as you don't head too far off the beaten track.The Honda's suspension was on the soft side and it would soak up bumps with ease, but it lost out a little on the handling side, wanting to lurch into typical front-wheel drive understeer when pressed in corners.Power steering was standard, but it had drum rear brakes and ABS wasn't available on the base model.Honda initially offered the Wagon, which had steel wheels, grey bumpers, standard airconditioning, remote central locking, dual airbags, power windows and mirrors, and an immobiliser. In 1998 it was joined by a 50th Anniversary model, which also had ABS, alloy wheels and a roof rack.An upgrade in 1999 saw the arrival of the Sport model with standard ABS, alloys, sunroof and picnic tables.In 2001 there was also a limited edition Sport Classic model which had all of the above and a CD stacker.There isn't much underbody protection on the CR-V, so take a good look underneath for damage to brackets, body panels and suspension components from being driven off-road.Most will have stayed on the black top, so won't have any visible damage. Walk away from any car that looks as though it has been used extensively off-road and look for one that has been used in town.It's important to look for a service record. Hondas don't handle poor servicing well, so make sure of regular servicing, preferably by a Honda dealer or specialist.Hondas are generally sound and well built so give little trouble in service, but listen for knocks and clunks from the suspension while driving,and any grinding noises while turning or braking.Interior trim generally stands up well in service, but look for the usual wear on seat bolsters from rubbing as people enter and exit the vehicle.The CR-V rates well in real life crashes. The recent used car survey revealed it performed well above the average. Its unitary body construction and dual front airbags no doubt contribute to its crashworthiness.

There have been few questions about the compact Honda's build, comfort or style since the CR-V first arrived in 1997. Some 70,000 have been sold around Australia and the CR-V has been a major element on Honda Australia's sales charts.But there have been questions about the Honda's ability compared with rivals when the bitumen disappeared.The heart of the problem was Honda's much-vaunted Real Time four-wheel-drive system. This relied on the front wheels losing traction and slipping, the hydraulics to warm up, locking up the centre and transferring drive to the idle back wheels.The issue was the time taken and the CR-V was often bogged in soft sand or stranded halfway up a hillside track before the back wheels offered any real help.Now, Honda Australia do not believe many CR-V customers take off for the scrub every other weekend. But with 19 competitors in this soft-road segment now (and more to come) Honda understands the prospective CR-V customer needs that peace of mind, those dirt track bragging rights to match the rivals.So the four-door wagon's four-wheel-drive system has been upgraded, claimed now to be 50 per cent quicker in reacting and locking power away to rear wheels.The revised Real Time system uses a one-way ball cam and pilot clutch for quicker torque transmission. If more is needed the hydraulics lock the system harder. There are no electronics, just the simple mechanics of the front-wheel slippage transferred back down the line and locking up the system for the back wheels to bite. For most driving, the front wheels take 100 per cent of the drive from the new five-speed automatic gearbox; the rear wheels can take up to 40 per cent of the drive if the front gets into trouble.Honda Australia boss Lindsay Smalley reckons "there's not a shadow of doubt, the new system clearly has balls".Out on the track there is a noticeable improvement in the CR-V's reaction times. It will now tackle small and scrabbling slopes which would have unglued the previous model.And it will fight its way through a patch of deeper sand without bogging down.The new system also allows for minimal scrabble off the line on loose surfaces and, in general, helps improve the wagon's traction and handling on slippery surfaces. There is less wheel spin and torque steer from the front.Some of that improvement in rough track ability, handling and road holding is also down to the new 16-inch wheels (up from the previous 15-inch and with alloys for Sport models), fewer turns lock-to-lock on the steering and thicker stabiliser bars up front.The Honda's five-speed automatic works smooth and easy with the 2.4-litre engine producing 118kW at 6000rpm and 220Nm of torque at 3600rpm.There remain situations – a long uphill scrabble for instance – where the CR-V runs out of sting. This is not unknown among soft roaders; fine for a 10-minute jaunt through the soft sand or over a washed-out bush track, these compact machines with smaller engines can find a long slog, particularly with a full load, a trifle daunting.Other upgrades include drive-by-wire throttle, a six-stack CD player for CR-V sport models and cruise control for manual CR-Vs. Outside, there are new headlights, a new bonnet and front bumper, plus revisions to the tail lights, adding up to a cleaner style all round.

It also is that touch more refined down the road, dirt or tar, than before.For the CR-V is now a little sweeter to drive. The steering is lighter, yet with more feel and a tighter turning circle, while that front end is less likely to object to full throttle starts.This appears to be the work of a revised four-wheel-drive system, with quicker reaction times in spreading drive to the back wheels, a change to 16-inch wheels and a drive-by-wire throttle. There also are thicker stabiliser bars.The result is a better-mannered CR-V when pushed around.The previous model, the second in the CR-V's lineage, could become a little unruly with understeering scrabble when turned in hard with a little power.This one is nicer about the deal and that's a good thing.This revised CR-V also has a little more beef to its road presence, highlighted by a bolder bonnet, grille and tail-lights plus those taller wheels.And, more importantly for those tempted to take the CR-V on to the beach or into the bush, Honda reckons the Real Time 4WD dual-pump system has been improved for quicker reaction times.The previous system often was tardy. By the time the back wheels got the message that the front pair were slipping the wagon was stuck on the side of a hill, or it had slithered through a wet corner with the back biting as it left the dramas behind.This time things are happening a little more smartly and that shows, even on the bitumen.Honda says the changes are most evident on snow-covered roads.Yet there remains doubt when that system cannot be locked into a 50:50 split, as on rivals. There are times when a locked-up driveline is far more sure of making progress than a system which is fighting back and forward for traction.But much of the CR-V's market success has little to do with tackling tough tracks.The Honda is seen as a chic and versatile runaround with a respected badge. More than 1.7 million CR-Vs have been sold since the first arrived in 1995. It is compact, yet offers good space for a family. It is car-like to drive yet offers good visibility for a higher driving spot. And the cabin is workable and neat, although that dash-mounted gear lever for the auto takes a little practice and patience and the semi-disguised handbrake lever takes time to find for the first few days. Both levers are sensible ideas, freeing up floor space, but both are different from the norm.Around the town and down the highway the Honda is a quiet and comfortable cruiser.Some 2000rpm in top gives 110km/h but there is a little hunting between fourth and fifth when faced with a hill; best to switch off the overdrive with a button at the end of the gear lever.Inside also there's an upgraded stereo system and instrument panel.The CR-V Sport scores a six-stacker CD player with MP3 compatibility plus steering wheel-mounted audio controls. And the CR-V's trip computer now includes outside temperature readings and instantaneous fuel consumption readouts.The Honda CR-V for 2005 is a well-built, well-appointed wagon of some versatility. Changes make this revised edition a more compliant machine to drive and give a refreshed on-road presence, but rival compact SUVs continue to offer a little more off-road ability.