2017 Honda CR-V vs Subaru Outback

What's the difference?

Without the safety aids offered on the top model, the VTi-L does become more expensive when compared to its competitors, and we encourage Honda to implement at least AEB across its range as soon as it possibly can.

The VTi-L is a decent, handsome, mid-sized family SUV for a smaller family, if they really need seven seats. If you don't need that third row, though, we'd recommend you have a look at the five-seat versions of the CR-V, as you'll find a lot more space and practicality on-board.

The Outback is a classic Subaru. Over the last two decades it has evolved from a cladding-and-ride-height Liberty special to a car in its own right. It looks like nothing else on the road and does it with a very good spec.

In the value for money stakes, it's almost unbeatable with advanced safety features (diesel manual excepted), plenty of standard equipment and surprisingly low prices. If you had to pick one, it would probably be the 2.5i Premium - it has all the safety gear without the penalty of the 3.6R's fuel consumption, plenty of comfort and is a bargain.

Longer in the wheelbase and less Roger Ramjet in its extremity styling than the fourth generation, the chunky, bold CR-V offers a strong visual presence on the road.

The seven-seater carries over all of the external measurements from the five-seat line, too.

It’s a similar story on the inside, with strong, neatly resolved lines flowing across the dash and throughout the car. Honda has been guilty of overdoing things on recent generations of its most popular cars, but we’re glad to report the tide of overdesign is finally retreating.

The Outback is looking less and less like the Liberty as the years wear on. With its high ride height (ground clearance is a lofty 213mm) it looks like an SUV, even though it's a wagon. It goes without a bull bar or nudge bar but, with lots unpainted black plastic, has a rugged exterior.

Sadly, despite its credentials as an adventurer, there's no panoramic sunroof option - you'll have to make do with a conventional one.

As you move up the range, some of that unpainted black plastic is swapped out for a satin metallic finish but there's not a great deal of visual difference if you're using that measure by way of comparison. One clue is a dark window tint on the upper models, and LED headlights.

As the cabin photos show, it's a classy, high quality interior. Again, as you work your way up the range, leather seats join the party to make a good interior even more comfortable. The dash is typical Subaru - clear, concise and packed full of information in its detailed trip computer.

The VTi-L is the only seven-seater in the CR-V range. It's not built on an extended wheelbase when compared to the five seat versions of the CR-V, which offer a great deal of room in the second row.

On first glance, the accommodations for the third row of seats in the VTi-L look cramped. A simple pull-strap activates the seat back to fold them into position, and occupants need to clamber over a folded down second-row seat to gain access.

Once back there, the two occupants have a fold down cupholder each and roof vents for comfort. But as you can imagine, luggage room drops to virtually zero when those seats are in place.

The one element that saves the VTi-L's seven-seat dignity is the ability to slide the second row of seats forward and back on their runners. They're split in a 60/40 fashion, and the backs can be inclined or reclined as necessary as well.

If all of your passengers in the car are tall, then you will be faced with compromise in terms of knee and legroom in both the second and third rows. But if your occupant mix varies in height and size, then it's possible to find a suitable arrangement where pretty much everyone is comfortable.

You'll need to put your smallest kid behind your tallest front seat occupant, and you may need to offset the second row in order to be comfortable in that third row. But despite the apparent lack of length in the CR-V, the seven-seat function does work.

However, there is compromise when it comes to luggage space. All seats can be folded flat, and there's an extra deck that can be moved into different slots to create the semblance of a flat floor. However, there are gaps all the way through between each seat row, and that floor level is quite high, which can make loading objects a little bit tricky, and it does steal away from cargo space.

The seven-seater loses about 50 litres of luggage space to its five-seat brethren when the third row is folded flat (472 litres to 522 litres), and 117 litres when all seats are down (967 litres to 1084 litres).

There is a full-sized spare under the boot floor, which needs some fiddling about to access. Kudos, though, for having something that's not a space saver or a can of goop.

Second-row seaters enjoy a pair of USB ports, cupholders in a fold-down centre armrest, as well as cupholders in the door. There is also a pair of ISOFIX baby seat mounts on the outside seats.

The biggest black mark against the second row of seats is the standard fitment of a full-length sunroof to the VTi-L. The different headlining that's required to fit the sunroof steals away a staggering 84mm of vertical head room for second row passengers (912mm), when compared to a base CR-V five-seater (996mm).

Combined with a bench that already sits quite high, even moderately tall passengers will find themselves hitting the roof, finding it positively uncomfortable even on a short journey. Our 15-year-old passenger is tall for his age, and found it uncomfortable to sit in the CR-V's rear for any length of time.

Front seat passengers are well catered for, though (despite losing 20mm of headroom thanks to that sunroof), with large divided door pockets that can stow bottles. A unique sliding tray covers a large, L-shaped box, and you can actually slide the cover back, Star Trek door style, to reveal a deeper space for wallets and phones.

There's a small tray underneath the gear shift which is ostensibly for phones, but most modern phones have outsized this small space. One oversight is that none of the trays have a removable rubber backing. Quite often cars have a small mat on the bottom of the storage containers that can be removed to wash.

Only the driver side seat is powered, while the passenger seat is manual in operation.

The gear shift is essentially mounted in the centre console itself, which does create more space through the middle of the two front seats, and the seats themselves are upholstered in a leather-like material, and are well bolstered and comfortable. Only the driver side seat is powered, while the passenger seat is manual in operation.

When it comes to other practicalities, like the multimedia system, unfortunately Honda has dropped the ball. While the 8.0-inch touchscreen looks good with sharp graphics, its functionality is simply not as good as many other, if not any other, device on the market.

Its key buttons are too small, and take too long to activate, and it's incredibly difficult to do simple things like find a source for multimedia. It's just not intuitive, and makes for a frustrating user experience.

The buttons on the steering wheel do help make it easier to use, while the dash dials have been replaced with a small digital screen, which is incredibly easy to use. It’s customisable in its look, and features a digital speedo as its central facet, which is very convenient.

The Honda also offers a range of locking aids that are linked back to its keyless entry system that include an instant lock when you walk away from the car, the ability to roll down the windows by depressing the unlock button as you approach the car - which is a great feature - as well as a powered tailgate.

Now, all these features are ultra convenient, but they definitely depend on user preference. Fortunately, it's easy to set up the car through the multimedia system to your liking.

All Outbacks have cup holder count of four - two up front and two in the rear.

There is no third-row seating available in the Outback. As a result, the question of how many seats is easily settled - five. The generous interior dimensions mean plenty of space for passengers of just about any size, with good front and rear legroom.

Boot space is impressive, with 512L to start and when you fold down the rear seats, a massive 1801L of cargo capacity. Boot dimensions are identical across all five models. You can secure your luggage with an optional cargo barrier or take advantage of the space over your head using the roof rails or an approved roof rack. There is also a cargo cover to hide your stuff from prying eyes. If you need to keep your eye protection from rolling around the interior, there is a sunglass holder, and you can fit the owner's manual in the glove box - not something every car can manage.

The turning circle is reasonable at 11 metres.

The Outback price range stretches from $35,470 for a good honest diesel manual through to a flat-six auto at $48,740, with three distinct models sandwiched in between. Subaru likes to publish the drive-away price on its website, however we'll be dealing in list prices (before on-road costs) here.

The range breaks down into three petrol models and two diesels, for a total of five trim levels.

The 2.0D opens the range at $35,470 for the six-speed manual while the 2.0D Premium manual starts at $42,240. Add $3000 for the CVT automatic transmission.

Standard features on the 2.0D with manual transmission are 17-inch alloy rims, six speakers, dual-zone climate control air conditioning, reverse camera, rain sensing wipers, cruise control, daytime running lights, halogen headlights (no xenon, projector or HID headlights), a mild body kit with side skirts, power windows, cloth trim, full size spare tyre, hill holder and electric power steering.

Opt for the CVT diesel and you pick up EyeSight, which adds active cruise control and a suite of safety features as well as X-Mode which helps in the slippery stuff and includes hill descent control. This isn't an off-road review, but X-Mode is very effective on the slippery stuff.

If you're after a more premium package, the aptly-named 2.5i Premium sees the addition of Vision Assist to go with EyeSight.

Stepping up to the 2.5i yields larger 18-inch alloy wheels, standard CVT automatic transmission, leather steering wheel, rear spoiler, and it swaps out the turbo diesel for a non-turbo petrol four-cylinder. The 2.5i starts at $36,240.

If you're after a more premium package, the aptly-named 2.5i Premium sees the addition of Vision Assist to go with EyeSight, leather trim, sunroof, sat nav, powered heated front seats, a bigger touch screen at 7.0-inches, two USB ports, powered tailgate, keyless entry, push button start and LED headlights. It costs $42,240.

Finally, the 3.6R gets you the big-banger performance from the flat six and an 11-speaker stereo (including subwoofer). It costs $48,740.

The accessories range includes floor mats, boot liner and various protective parts.

Still missing across the range are Android Auto and Apple CarPlay, but you can plug in your iPhone or Android device to the sound system or pair via Bluetooth. Powered by Subaru's Starlink touchscreen software, the multimedia system comprises of a CD player and AM/FM radio (but no DAB across the range). Your multimedia needs can also be fulfilled with a USB port where you can plug in a phone or use the inbuilt MP3 player with a memory stick.

The accessories range includes floor mats, boot liner and various protective parts (underbody protection is limited to wheel-arch liners).

Missing from the standard spec lists are a DVD player, parking sensors (dealer fitted only), heated steering wheel, snorkel, bull bar, nudge bar, driving lights, seat belt extender, tonneau cover, canopy, chrome exhaust tips (they're hidden away behind the bumper), park assist, performance suspension or a high capacity spare battery.

Colours include Crystal Black, Dark Blue, Lapis Blue, Oak Brown Pearl, Tungsten (a sort of pink), Venetian Red, Dark Grey, Platinum Grey, Ice Silver and Crystal White. Sadly, the traditional green and gold combo of the original is no longer available. The vivid orange on the XV is - perhaps mercifully - also unavailable.

A regular question we get from prospective buyers is, "Where is the Subaru Outback built?". In the Australian case the Outback hails from Japan, while US buyers get theirs from Subaru's Indiana plant.

The entire CR-V range uses the same 140kW/240Nm 1.5-litre four-cylinder engine that’s found in the Civic. The VTi-L is a front-wheel-driver, and offers the ever more popular CVT auto as its only option.

It’ll tow up to 1500kg of braked trailer, too.

All Outbacks are all-wheel-drive. There are no LPG or plug-in hybrid models. So for fuel choice, it's down to diesel vs petrol.

Engine specs depend on your chosen model. The diesel motor is a 2.0-litre boxer four turbo developing 110kW and 350Nm. The diesel specs are identical between the 2.0D and the Premium. Being a Subaru, all wheels are driven through a six-speed manual gearbox or optional continuously variable transmission (CVT). Only the diesel features a centre differential with viscous limited-slip differential that can be locked for better off-road capabilities, but it does go without X-Mode torque vectoring.

Manual vs automatic figures for the 0-100km/h dash are 9.7 seconds for the former and CVT 9.9 for the CVT, so acceleration is brisk rather than startling.

The torque specs of the diesel make it ideal for long trips, with a towing capacity of 1700kg (braked) and 750kg (unbraked).

For a bit more horsepower at the expense of torque and fuel economy, there are two petrol options, but if you like a clutch, you're out of luck.

The flat-four 2.5-litre petrol's specifications come in at 129kW and 235Nm, which is a little skinny for this engine size because it's not turbocharged. The 0-100 argument is over in 10.2sec, a little slower than the diesel.

If you have a tow bar, the load capacity for the 2.5i will haul 1500kg braked and 750kg unbraked.

Stepping up to the 3.6-litre flat six, probably the last engine like it in the world, you get more power at 191kW and a torque figure identical to the diesel's at 350Nm (although without the advantage of diesel fuel economy).

Towing ratings for the 3.6-litre are 1800kg unbraked and 750kg braked. Across the range, the Outback's gross vehicle weight is 2130kg.

Against a claimed combined cycle fuel economy figure of 7.3 litres per 100km, we achieved 8.6L/100km over 440km of mixed terrain testing in the VTi-L.

It’ll take 91RON standard unleaded without fuss, and its 57-litre tank is good for a theoretical range of 780km.

Diesel fuel consumption weighs in at a claimed 5.7L/100km for the manual and 6.3L/100km for the CVT.

The petrol consumption figures vary between the four and six cylinder units. The 2.5i delivers a claimed 7.3L/100km while the 3.6 rises to a claimed 9.9L/100km.

In our hands, the 3.6's mileage was a fair way off the claimed, delivering 16L/100km. Part of that is attributable to the extra weight of the 3.6i, which is a hefty 1702kg. This one may leave you wishing for a larger fuel tank size - fuel tank capacity is 60 litres.

Equipped with a small capacity 1.5-litre four-cylinder turbocharged engine and a CVT auto, the CR-V is capable, if not outstanding, around town and on the open road. The engine only has 240Nm – not much for a turbocharged engine – and has to push around 1642kg.

CVTs continue to improve, in that the annoying droning effect of earlier versions has pretty much been eliminated, especially around town. But when pushed, the combination of the small four-cylinder engine slurring its gear changes isn't exactly pleasant.

The Honda rides well, with good roll control, decent if not overwhelming steering feel, and progressive braking under light foot conditions around the city. The front end, though, can wander a bit if you are not paying attention to your steering inputs.

It's quite direct from centre, which can mean keeping an eye on the helm, especially on longer trips. But, overall, the CR-V's ride comfort and handling prowess is on par with the best in the category.

The engine responds well to light throttle application to keep up with the flow of traffic, but it does need a prod to get up to freeway speeds. But once there, it holds speed easily.

One of the CR-V’s big bugbears, though, is noise. There's a lot of road roar noise coming from underneath the car, and there's also a fair bit of wind rustle coming through across the windscreen and the large exterior mirrors. Add to that a rumble from the stock tyre set, and it's a surprisingly noisy car, even in light of competitors in the space.

The Outback driving experience is a good one - it's a very quiet car. If you had to pick the loudest, it would probably be the diesel, but even then it's not bad. Tyre and road noise are well suppressed, although we have experienced a bit of cabin noise on dirt roads at speed in some versions of the car.

Without resorting to trickery like air suspension, the Outback is excellent both on the road and off it. The diesel and 2.5-litre petrols provide adequate performance while the 3.6-litre, especially in S# mode, is very quick - if not a sports car in the handling department.

The Outback's steering is unusually quick for both a Subaru and a car of this type. The body hangs in pretty well, but will eventually start to roll in higher-speed cornering through wide radius corners.

Off-road performance is better than most, with CVT cars equipped with X-Mode and a good ground clearance for moderately adventurous manoeuvres. Subaru doesn't list a wading depth, but with the usual caution, the Outback will be good for shallow water crossings.

When fitted, the EyeSight system can be a little on the scaredy-cat side. White lines can confuse it and oncoming vehicles on winding roads give it palpitations. And a thing that annoys me across all Subarus is the key fob - the Subaru logo unlocks the car and is the most prominent and easily pressed button.

Standard safety features include seven airbags (including driver's knee airbag), ABS, brake assist, stability and traction controls (sometimes known as ESP) and brake force distribution adding up to a maximum five-star ANCAP safety rating.

With the exception of the diesel manuals, all Outbacks feature Subaru's own EyeSight safety system. Together with the Vision Assist package (not on 2.0D manual), you get blind-spot monitoring, high and low speed forward collision mitigation (auto emergency braking), lane change assist, lane departure warning and rear cross-traffic alert.

Depending on which type of baby car seat you have, there are two ISOFIX points or three top-tether child seat anchor points.

With a five-year, unlimited kilometre warranty, a reasonable 12 month/10,000km service interval and the first ten services capped at $295 (each), the CR-V won’t cost you an arm and a leg to run.

The standard warranty is three years/unlimited km, and a dealer will no doubt happily supply an extended warranty at a cost.

Capped-price servicing is available to help keep down per service cost. You'll be returning to the dealer every six months or 12,500km. There's an extra maintenance cost on the 3.6R, with a $253 service after the first three months/5000km.

Oil consumption should not cause issues on any engine type, with previous complaints on earlier models having been address by Subaru. Buyers often ask whether the engines are fitted with a timing belt or chain - all are timing chain engines, meaning no regular replacement required. Oil capacity and oil type is dependent on the engine and fuel.

Resale value statistics are good - Subarus generally hold their value well and as the Outback is a popular model, with little in the way of reliability issues or faults. Common problems and complaints tend to be minor if you have a quick skim of the usual internet forums and we have a page to cover any diesel problems, automatic transmission problems or diesel engine problems. Suspension problems only ever seem to arise when the car is heavily abused.

Overall, we think the reliability rating of the Outback to be better than average.