2021 Honda CR-V vs Subaru Outback

What's the difference?

Although it’s getting on a bit now, the CR-V’s enduring popularity is understandable, and enhanced by the 2020 Series II facelift.

Though a family-orientated medium SUV, it’s handsome; though big and spacious, it never feels too unwieldy. And while not expensive, there’s always a sense of quality engineering, Core traditional Honda attributes right there.

We cannot recommend the undernourished and ill-equipped base Vi, but as a starting point, the cheapest turbo VTi also shows most of the big-name players how to play the value card, especially considering how much muscle you get for the money.

There are rivals that may be cheaper or roomier or comfier or faster or more lavishly equipped for around $35,000, but very few combine all of the above with as much brio as the VTi. It’s a compelling value-for-money all-rounder.

No wonder not just canny Americans love it.

The Subaru Outback AWD Touring does its intended job of balancing city and suburban duties with having more than enough dirt-driving ability to take you to your favourite National Park campsite, within reason, of course.

This adventure wagon is nice to drive, comfortable, has improved safety tech, and it also manages to carry on the Subaru tradition of being practical without pretensions.

Honda seems to have two disparate styling themes – overwrought and fussy for passenger cars and clean ‘n classy for SUVs. For proof compare Civic/Odyssey and HR-V/CR-V. All obviously from the same stable but on opposite sides of the aesthetic fence. To our eyes, anyway.

So good looking is the existing CR-V, in fact, that styling must surely play a huge role in its North American success, because the face, proportions and tail-light look just right. If only more SUVs were as easy on the eye.

There are two further factors driving the Japanese crossover’s outstanding success.

Firstly, the Honda walks the fine line between wagon and SUV, with just enough extended-roof elongation to appeal to followers of the former, combined with the necessary elevation to appease fans of the latter.

Though now approaching its fifth birthday, the RW-series CR-V’s design is one of its strongest assets. We pity the team tasked with the styling of its successor.

This new Outback looks suitably and unmistakably like an Outback – it’s adventurous-looking and inoffensive enough to satisfy those who prefer their high-riding SUV-wagon with a touch of low-key styling.

Design changes are generally subtle, but the use of LEDs (in the daytime running lights, self-levelling headlights, front fog-lights, and rear brake-lights, as well as inside), as well as roof rails incorporating stow-away roof racks are nice touches.

And the second big deal about the Honda is just how family friendly it is.

The CR-V is of the larger variety of medium SUVs, like a wagon wearing stilettos, offering exceptional ground clearance (198mm) and large apertures to clamber through as you slide your backside onto lofty seats. Note that the rear doors open up a full 90 degrees to aid entry/egress.

It’s immediately clear why the Honda has such magnetic showroom appeal once sat in place. The driver feels instantly at home, surrounded by acres of space, a broad seat and excellent forward and side views afforded by deep windows. Ventilation is generous, storage vast – you can fit half a Bottle-O shop between the doors, centre-console cave and glovebox – and most switchgear and controls are exactly where they’re needed.

Attention has been paid to limit the amount of hardier plastics visible to the casual eye, due to careful application of vinyl, glossy black appliques, metal-look trim and even some carbon-fibre-look material dotted about the place. It smells a bit down-market, but the execution is high quality.

When Honda’s current hexagonal-themed digital instrumentation debuted in the existing Civic back in 2016, we called it out for being big and clear but hardly a thing of beauty; it’s astonishing that BMW seems to have followed suit with their current equivalents. At this VTi level, there aren’t any ‘virtual cockpit’ style configuration options, just big simple and dumb-proof icons for vehicle settings, multimedia, communication, trip-meter and other functions.

Honda has also been listening to feedback because the multimedia system is massively better than before; still touchscreen-operated, its functions are much clearer and the previous, fiddly haptic slider action has been binned for a good old-fashioned volume knob. Hooray! Two USB-A ports and a 12V outlet are provided in an excellent location. But the fact that the driver must confirm the infotainment system start-up with a press of a button every single time is infuriating. Torturous even.

The front seats are on the large side, yet are sufficiently comfy; the backrest has a lever adjustment for rake, there’s a height lifter and the sides are gently bolstered to help locate you better. No lumbar support adjustment, however, is disappointing.       

Just as important in the CR-V is the second row (some models offer a seven-seat option). Probably the first thing most folk will notice with approval is how wide that bench is, allowing for a trio of adults to sit back there without too much intimacy or discomfort. The 60/40 split/fold backrests recline a little, contain a helpfully wide armrest complete with cupholders, and their cushions provide adequate support.

Additionally, big feet can easily tuck in beneath the (narrow-shouldered for easier front vision) front buckets, there’s face-level ventilation, a pair of additional USB-A ports, bottle-holder door bins, two map pockets, individual reading lights and side windows that go three-quarters of the way down. Oh well, Fido. At least the way the light floods inside lifts the ambience. And the overall craftpersonship is in keeping with Honda’s reputation.

If you’re a fan of the earlier-generation CR-Vs, you may lament the discontinuation of the famous picnic table-cum-boot floor gimmick, since instead there’s just a great big flat board that’s two-sided reversible for wet gear to be stored on. Users can also fold the backrests down using a handy lever system located just inside the tailgate area, there are two lights and a full-sized spare wheel living underneath.

The luggage compartment has a big, square opening that’s easy to load things through too. Much thought has gone into the Honda’s packaging even to the literal end. Cargo capacity is rated at a cavernous 522L, extending to 1084L with the rear seats folded. That brings a welcome flat floor right up to the front seats.

Spacious, practical, airy, easy and versatile, the CR-V ticks so many boxes it is difficult to imagine a better medium SUV for the money.

The Subaru Outback AWD Touring has five seats, two in the front and three in the rear. 

There’s plenty of room in the front and in the rear, in terms of being able to actually stretch about a bit and roll your shoulders without feeling cocooned.

The driver's seat is eight-way power-adjustable with dual memory; and the front passenger's seat is eight-way power-adjustable. 

The rear seat is a 60/40 split folding configuration and is equipped with three child-seat anchor points, and two ISOFIX child-restraint anchor points.

The interior, in Nappa leather trim, looks and feels pleasant.

The new multimedia system’s 11.6-inch touchscreen dominates upfront, bringing to mind the portrait-style unit of a Tesla, or even a Ram 1500 Limited I recently tested. It’s easy enough to use after you get your head around the fact you have to operate buttons on the screen and off of it to keep everything working to your satisfaction.

Connecting my Android Auto smartphone was simple and we experienced few issues with this set-up in the time I had this Outback.

Charging facilities for your devices include four USB ports: two upfront, and two in the rear.

Storage spaces include a small shelf under the multi-media screen, a shallow grippy, textured shelf for the front passenger, a lidded centre console, cup-holders between the front seats, as well as the usual bottle holders in the doors.

The Subaru Outback AWD Touring's cargo capacity, with five seats in use, is listed as 522 litres. With the second row stowed away, cargo capacity increases to 1267 litres.

And most of the cabin’s handy life-friendly additions I reckon are in the load space and those include cargo hooks, flip-down tie-down points, cargo nets, cargo cover, and a power socket.

All in all, the interior is a pleasant mix of practicality and comfort, with a nice premium feel about it. 

The Subaru Outback AWD Touring is the top dog in a three-variant Outback range. It has a Manufacturer’s Suggested List Price of $47,490 (excludes on-road costs).

Standard features include LED headlights, LED foglights, push-button start, keyless entry, electric park brake, rain-sensing wipers, heated and power-folding side mirrors, heated seats (front and rear outboard), sports pedals, dual-zone automatic climate control, and power tailgate.

It has a new 11.6-inch touchscreen multimedia unit, with satnav, Apple CarPlay and Android Auto connectivity. 

It also has a heated leather steering wheel, steering-wheel-mounted paddle shifters, Nappa leather interior trim, driver’s seat memory settings, a nine-speaker Harman Kardon sound system, an electric sunroof, satin-finish door mirrors, silver highlight roof rails (with stowable crossbars), and gloss-finish 18-inch wheels.

Driver-assist safety tech includes Subaru’s EyeSight forward-facing camera system (comprising AEB, lane keeping, adaptive cruise control etc), as well as a driver monitoring system (which alerts you if your eyes stray from looking ahead through the windscreen for too long), a reversing camera, and more.

Colour options on the AWD Touring include Storm Grey Metallic, Crimson Red Pearl, Crystal White Pearl, Magnetite Grey Metallic, Ice Silver Metallic, Crystal Black Silica, Dark Blue Pearl, Autumn Green Metallic and Brilliant Bronze Metallic. These are all at no extra cost.

Aside from diesels, Honda never really jumped on the turbo bandwagon in Australia... not until the current generation Civic and CR-V launched.

Related to the less powerful unit found in better Civics, the L15B7 VTEC is a 1498cc 1.5-litre twin-cam 16-valve four-cylinder turbo petrol engine that meets Euro 5 emissions standards.

Delivering 140kW of power at 5600rpm and 240Nm of torque between 2000rpm and 5000rpm, it tips the scales at 1536kg, for a power-to-weight ratio of a commendable 91kW/tonne.

The VTi is the cheapest CR-V you can buy with this far-superior engine than the old single-cam 2.0-litre atmo unit offered in the base Vi. It drives the front wheels via a continuously variable transmission, with no manual alternative available, sadly.

All of the new Outbacks have a 2.5-litre four-cylinder horizontally-opposed Boxer petrol engine – producing 138kW at 5800rpm and 245Nm at 3400-4600rpm – and that’s mated to a continuously variable transmission (CVT).

The Outback has permanent (aka “symmetrical”) all-wheel drive and Subaru’s X-Mode system that includes Normal, Snow/Dirt and Deep Snow/Mud modes. These driving modes adjust engine torque, throttle response and traction control, among other things, to suit the conditions.

We averaged a reasonable 9.1L/100km at the pump.

While that’s some way off the official 7.0L/100km (translating to 160 grams per kilometre of carbon dioxide emissions) on the official combined average cycle (that drops as low as 6.0L/100km on the extra-urban run while the urban result is 8.8L/100km), the CR-V was not spared in the interests of fuel economy. Very hot weather, lots of air-con on and quite a few higher-speed runs affected that outcome, and in that context, for such a tall vehicle weighing in at nearly 1.6 tonnes, that’s not too bad.

Note that the CR-V is tuned to operate on standard 91 RON unleaded petrol, though ours was run using the premium brew.

Fitted with a 57-litre tank, some 815km between refills is possible, extending to 952km if you pussyfoot around. Which you may not, given the rortiness of the turbo VTEC.

The Subaru Outback AWD Touring has an official combined-cycle fuel-consumption figure of 7.3 litres per 100 kilometres.

On test, we recorded actual fuel consumption of 9.0L/100km, from fill to fill.

The Outback has a 63-litre fuel tank.

The CR-V is a big medium SUV with a small crossover’s ability to live and love the inner-urban or city life. That’s because it’s easy to get in, drive, park and see out of; and even the 11-metre turning circle is pretty good for a 4635mm long by 1855mm wide by 1679mm high-riding wagon.

Another urban bonus is how responsive the 1.5-litre turbo is. Yes, CVTs are renowned for being a bit laggy down low and droney at higher speeds, but the CR-V’s is tuned to leap off the line quick-smart and keep pulling hard as the revs rise towards the red line. Excellent for zipping in and out of traffic spots.

Out on the open road, this powertrain continues to impress with its fast and fiery nature. The VTi keeps building up speed well beyond what is legal in Australia. There is a lot of muscle and flexibility in the Honda’s performance delivery.

Floor the accelerator, though, and everybody in the car will know it, because the engine is quite vocal. Not unpleasantly so, but louder and perhaps a tad coarser than we’ve come to expect in a Honda. That, plus the inevitable engine drone at a certain part in the rev range where the CVT deems it to be the ratio point providing optimum power and efficiency, can make for a noisy ride at times.

After prolonged heat during our week with the CR-V, the rains came, and with it, slippery roads. This led to some obvious torque steer, whereby the front tyres scrambled to maintain traction and so spun the wheels, resulting in some undesirable shuddering coming in through to the driver.  

But, beyond that, the Honda is a beautifully sorted machine dynamically, with nicely-weighted steering that imbues the driver with confidence to enjoy what’s on offer. For a biggish medium SUV, the CR-V’s handling is light yet controlled, offering poise and precision aplenty, while always feeling connected to the road.

That sense of composure also translates at higher speeds, or over gravel, backed up by a strong set of (four-wheel disc) brakes, while the suspension (MacPherson struts up front and a multi-link independent arrangement out back) is notable for providing ample absorption on rougher roads.

However, back in town, we’d like a bit more softness over smaller-frequency bumps, while there is quite a bit of road and tyre noise intrusion over some types of surfaces.

Overall, the CR-V is a talented and capable performer, albeit one that can be fairly vocal at times.

Pretty impressive.

For starters, visibility is good with a clear view in all directions from the driver’s seat.

Steering is well weighted, at low and high speeds, making it an easy steerer for parking and when on-road scenarios demand livelier rudder action.

This boxer engine is claimed to produce 7 per cent more power and 4.2 per cent more torque than in the previous generation, but, sans any turbo influence, it feels underpowered and is consistent rather than gutsy, with a rather lazy delivery of power and torque. Still, an unfussed workmanlike performance that you can rely on is better than a lacklustre alternative.

The Outback’s CVT works fine most of the time, although it can sometimes hunt energetically for the sweet spot – but, to negate that, the driver can use the paddle shifters to cycle through manual shifts.

Ride and handling are generally fine, with a suspension set-up – MacPherson struts at the front; double wishbones at the rear – that’s aimed at yielding a compliant, comfortable experience and, for the most part, succeeding. 

The Outback’s low (compared to most other SUVs) and wide stance lends itself to achieving that goal of settled and trustworthy ride and handling.

The Subaru Outback AWD Touring does not yet have an ANCAP crash test safety rating, but its safety gear includes eight airbags (dual front, front side, driver’s knee, passenger centre-front, and full-length curtain), AEB (between 10km/h and 160km/h), as well as pedestrian AEB (1km/h to 30km/h) cyclist detection AEB (60km/h or less) and rear AEB.

It has lane keeping assist with emergency lane keep assist that can steer the car away to avoid collisions with cars, people or cyclists (approximately 80km/h or less), lane departure prevention works from 60km/h to 145km/h, blind spot monitoring with rear cross-traffic alert, adaptive cruise control, speed sign recognition, as well as a driver-monitor camera that alerts the driver if their attention span is not up to the vehicle’s high standards.

Like all Hondas, the CR-V offers the industry-standard five year/unlimited kilometre warranty with roadside assistance, so it trails Kia’s leading seven-year coverage as well as Mitsubishi’s conditional 10-year regime.

It also calls for servicing once every 12 months or 10,000km whichever comes first, and features capped-price servicing known as Honda Tailored Servicing, that lasts for five years or 100,000km.

As of April 2021, each standard ‘Base’ service cost $312 annually for up to 12 years or 120,000km.

The Subaru Outback AWD Touring has a five-year/unlimited kilometre warranty.

Service appointments are scheduled for every 12 months/12,500km.

CarsGuide-sourced services cost details are $345 (12 months/12,500km); $595 (24 months/25,000km); $351 (36 months/37,500km); $801 (48 months/50,000km); and $358 (60 months/62,500km) – that’s an average of $490 per service.