Subaru Forester VS Honda CR-V
- Interesting looks
- Excellent safety
- Good space and practicality
- Not interesting to drive
- Doesn't live up to 'Sport' name
- Bit pricey to own
- Excellent cabin space and comfort
- A true family-friendly model
- Still pleasant to drive
- Lack of safety tech compared to rivals - still!
- Could be more fun
- Small media screen
This is not the Subaru Forester Sport model they get in Japan, and it's therefore not the one most Aussies have been desperate to see launched here.
Nope, the giveaway is the 2.5i part of the name for this 2021 Subaru Forester 2.5i Sport model, which has just been added to the brand's range to add a bit more of an eye-catching variant to the line-up.
In Japan, the Sport gets a new turbocharged petrol engine, but this one instead soldiers on with the same powerplant as the rest of the Forester range, but there have been plenty of changes and additions besides.
|Engine Type||2.5L turbo|
|Fuel Type||Regular Unleaded Petrol|
The Honda CR-V has been a long-time favourite in the CarsGuide offices, but there’s always been a bit of a caveat hanging over the mid-size SUV range - it all came down to a shortage of active safety technology.
With the 2021 Honda CR-V facelift that has been addressed - to a degree - and in this review we’ll cover off the changes that have been made, from an expansion of the Honda Sensing suite of safety tech, to the styling changes inside and out for the updated model range.
|Engine Type||1.5L turbo|
|Fuel Type||Regular Unleaded Petrol|
The Subaru Forester Sport is an interesting new addition to the range, despite not really moving it forward in any other way apart from its eye-catching looks. It is a competitive counterpoint to the likes of the CX-5 and CR-V, but still doesn't quite reach the same levels of refinement and driving enjoyment of the RAV4.
There is no doubt the Forester Sport will add a level of appeal that Subaru has been needing in its family SUV range since launch, but we really think the thing that would get more customers excited would be a new turbocharged top-spec model, which would certainly be more deserving of the Sport name.
The updated Honda CR-V range is certainly an improvement on the model it replaces, with the wider spread of safety tech now making it a more viable option for more potential customers.
But the fact of the matter is that the 2021 Honda CR-V update still doesn’t go far enough in expanding the safety spec of the midsize SUV, and multiple competitors better it in many ways. And if you’re a family buyer, then safety is surely a high priority, right? Well, if that’s you, maybe consider those aforementioned rivals - the Toyota RAV4, Mazda CX-5, VW Tiguan and Subaru Forester - all of which best the CR-V in some way or another.
If you don’t think you need those additional safety items, or you’re just sold on the practical and thoughtful cabin design of the CR-V, there’s certainly something to be said for the 2021 version over the earlier models. And in this range, I’d say the pick would be the VTi 7 if you need three rows, or the VTi for those only needing five seats.
If you've ever trawled the Subaru Japan website like me (high five, car nerds!), you might be thinking: "This Subaru Forester Sport model looks a lot like that Forester X-Break in Japan!". And you'd be right.
It is, essentially, the same car. Just with a considerably nicer looking set of wheels than the Japanese model. They aren't my favourite rims, but then again, I think the Forester's rims on the whole are pretty yuck.
Wheels aside, the flashes of orange around the car will no doubt catch your eye. There are plenty of them: the lower body protection has orange trim from the front bumper to the side skirts/sills and the rear bumper, too; plus there are orange bits as part of the roof rails, too.
The exterior also cops a bit of a blackout treatment, with new dark graphics front and rear, including a black garnish between the tail-lights. And of course, the rims are black, too.
Inside the style a bit more adventurous, with a smattering of orange trim highlights on the vent surrounds, the transmission tunnel, the stitching that runs on the dashboard, doors and seats, and even the eye-catching and intriguing mesh-look water-repellent trim on the seats that goes up to the doors, too. I guess Subaru assumes Forester Sport buyers will be spending a lot of time in the rain?
I really love the orange trim finishes - they really lift the ambience of the cabin and make it feel a bit more exciting than a regular Forester. In fact, it's like the Forester looked a bit further down the Subaru line-up to the XV and said, "Hey, how come you're getting all the attention?".
There are some inherently awesome SUV features that the Forester's interior design brings to the fore - we'll get to that in the next section.
The styling changes are pretty minimal compared to the pre-facelift model. Well, that’s certainly the case if you simply glance at the 2021 Honda CR-V.
But look a little closer and you realise there have actually been quite a few nips and tucks here and there, with the overall effect being subtle but worthwhile in terms of visual upgrades.
The front end has seen the adoption of a new bumper design that almost looks like there’s a silver moustache across the lower part of the bumper, and above it there’s a new blacked out grille treatment at the front, too.
In profile you’ll notice new alloy wheel designs - ranging from 17s on the base car through to 19s on the top-spec version - but otherwise the side-on view is pretty similar, aside from a bit of garnish work in the lower parts of the doors.
At the rear there are similar minor bumper changes with added accents at the bottom of the bar, and now there are darker tinted tail-lights and a dark chrome tailgate garnish, too. Models bearing the VTi prefix also get new shaped exhaust tips, which look a little more substantial than before.
Inside, there aren’t many big changes, but that’s no bad thing. The CR-V’s cabin has always been one of the most practical in the class, and that certainly hasn’t changed with this update. Check out the interior pictures below to see for yourself.
The Forester could be the most practical vehicle in its class. Against the likes of the Toyota RAV4, Mitsubishi Outlander, Mazda CX-5 and VW Tiguan, it stacks up pretty well for cabin practicality, space utilisation and accommodation.
It's a nice, bright and airy place to be, with a big glasshouse that makes it feel a bit more outdoorsy than its rivals. The benefits of that are two-fold - it's easy to see out of, whether you're the driver or if you're a kid in the back.
Looking up front first, the Forester's cabin presentation is much more eye-catching in this grade. The other models in the range are, well, a bit bland. The Sport, though, is a bit more - dare I say it - sporty. And I personally hate models called Sport, but that's a story for another day.
The orange stitching everywhere and the orange metallic look finishes on the dash and the centre console - it combines for a more special feeling cabin than any of the other Foresters available.
I really appreciate the media screen Subaru offers - it's easy to use and is bright and colourful, and also the flush finish design - not a floating tablet style screen - does make it just a little easier to use. However there is a secondary screen above it, which shows you a bunch of information about the car that you theoretically will never actually need to know.
That top pod also has a driver monitoring camera system which is looking at you all the time and will warn you if you take your eyes off the road for too long. Intriguingly, it flashes a warning onto another screen - the one on the instruments, which also makes you look away from the road...
It really is a button and screen overload. If you like minimalism, you're not going to like the number of things in front of you as the driver of a Forester. But they all have a purpose (sort of), and for me, it's better than everything being run through touch screens!
The front seats are quite comfortable, with electric adjustment for the driver and passenger. Both are electric adjusted and heated as well, which is nice, and the material used is genuinely really comfortable - it's like a good quality couch.
Even though those are nice elements, I couldn't find myself a perfect driving position – I feel like I sat just a little too high and I couldn't get the steering wheel in quite the right position for my preferences.
Storage is mostly okay up front: the cupholders between the seats are a little bit deep so small takeaway coffees might be hard to get out, and there are bottle holders in the doors, a small cubby in front of the gear selector for a wallet and/or phone, and that's also where you'll find 2USB ports. No wireless phone charging, though.
The overall space for a family of four is perfectly usable. There is no seven seater version of the Forester, nor any seven-set SUV in the brand's range at all in Australia, so it's strictly a smaller family affair, or a good option for grandparents on duty.
There's very good second row seat space, with a high seating position and hip point allowing for adults to easily slot in there (I'm 182cm/6'0" and I can fit behind my driving position with heaps of leg, toe and headroom to spare), but it's also a handy height for child loading, with dual ISOFIX and three top-tether points. Weirdly, though, Subaru has kept with the ceiling-mounted centre seatbelt, and the seat is flat and a bit uncomfortable for adults in terms of cushioning and support. Great for child seats, though.
There are plenty of smart features in the second row, including twin map pockets on the seat backs, one of which is sectioned and divided for smaller items. Plus there are those two USB ports for charging devices (again, perfect for a family of four), and there are rear directional air vents. There is a fold-down armrest with cupholders, plus bottle holders in the doors.
Weirdly there are LED lighting pods for the boot and the tailgate, and up in the front of the cabin there is LED lighting, too - but in the centre, the middle lighting pod is halogen. Weird.
The boot area offers 498 litres of cargo capacity (VDA) with the seats up, but hit the electric release levers (handy!) at the sides of the boot and you liberate a total 1740L of space - enough for a pair of mountain bikes or a few weeks' worth of camping gear for a couple.
Plus there are shopping bag hooks on the outer sides of the boot area and one on the tailgate,, plus four tie down points if you need to attach things and stop it from rolling around. There's a cargo blind, and a 12 V outlet in the boot, too.
One of the main reasons we’ve always been fans of the current gen Honda CR-V at CarsGuide is its practical cabin. It is, arguably, the best midsize SUV for young families in this part of the market.
That’s because it prioritises space and comfort, practicality and cabin smarts over things like excitement and wow factor.
Sure, there’s a bit of a problem with that - rivals like the RAV4 prove you can do both things well. But the CR-V is unapologetically pleasant and well sorted in terms of practicality. It’s truly the pragmatic choice in this part of the market.
Up front there’s a clever centre console section that has been rethought for this update, and now scores easier-to-access USB ports, and in grades equipped with it, a wireless phone charger. There are still good sized cup holders, and the removable tray section that allows you to configure the console storage how you need it - see how much I fit in there in the video above.
There are also good sized door pockets with bottle holders, and a reasonable glovebox, too. It’s very cleverly designed, and the materials are good, too - the VTi LX model I drove had soft trim on the doors and dash, plus the leather seats are comfortable and offer good adjustment. I’ve driven CR-Vs with cloth seat trim too, and the quality is always top notch.
The shortfalls come in the ‘ooooh’ department. The CR-V still runs a small 7.0-inch media screen - some rivals have much larger displays - and while it does have Apple CarPlay and Android Auto, plus a volume knob, it’s still a bit fidgety in terms of the operation. And it’s slow to react at times, too.
Plus, while there is a climate button and fan speed button, as well as dials for the temperature settings, you still have to go through the screen to control whether the air conditioner is on or off, and also which ventilation is active. Odd.
In the back seat, there’s a really neat trick. The doors open up to almost 90 degrees, meaning parents loading their kids into child seats will be able to access the back row a lot easier than some rivals (we’re looking at you, Mr RAV4, with your narrow-hinged doors). Indeed, the apertures are huge, meaning access for people of all ages is pretty easy.
And the space in the second row is excellent, too. There is easily enough space for someone my size (182cm / 6’0”) to sit behind their own driving position with ample knee room, toe space and shoulder room to be comfortable. Only the head room is questionable if you get a CR-V with a sunroof, and even then, it’s not terrible.
If you do have kids, there are ISOFIX child seat anchor points in the outboard seats, and three top tether attachment points - but unlike most rivals, they actually mount in the ceiling above the boot, not the back of the second-row seat. Choose a seven-seater and you have the same issue, but the third-row seats add a pair of top-tether points mounted into the very back boot floor.
The seven-seat versions of the CR-V have a sliding second-row seat, which makes head room even tighter. The five-seat CR-Vs have a 60:40 split fold second row. All models have a flip down armrest and cupholders fitted in the second row, plus door pockets large enough for big bottles, and map pockets on the front seat backs.
I tested the seven-seat CR-V pre-facelift, and found the third row space to be best left to smaller occupants. If you choose a three-row CR-V, you get rear row air vents and cupholders, too.
The boot space on offer for the CR-V also depends on the seating configuration. If you choose a five-seater like the VTi LX model here, you get a cargo capacity of 522 litres (VDA). Get the seven-seater, and the five-seats-up measurement is 50L less (472L VDA), while with all three rows of seats in use, there’s 150L (VDA) of boot space.
If that’s not enough boot capacity - and it won't be if you’re heading away with all seven seats in use - you might want to consider checking out the accessories catalogue for roof rails, roof racks or a roof cargo box.
Happily, though, all CR-Vs come with a hidden full-size alloy spare wheel under the boot floor.
Price and features
The new Subaru Forester 2.5i Sport model is a $41,990 proposition - that's the MSRP/RRP, or the price before on-road costs (you might find driveaway deals if you search Autotrader, though).
It slots in between the 2.5i Premium ($39,490) and the 2.5i-S ($42,990), but it stands out compared to both of those versions with a revamped design and a number of inclusions over the models below it, but most of them are visual differentiators which we'll detail in the next section.
Let's consider the standard equipment offered here: black 18-inch alloy wheels with a full size spare, an electric sunroof, water repellent cloth interior trim, electric front seat adjustment (driver's side with memory settings), heated front seats, electric tailgate, electric folding rear seats, smart key hands-free entry and push button start, auto headlights and auto wipers.
There's also a 8.0-inch touchscreen media system with Apple CarPlay and Android Auto smartphone mirroring tech, DAB+ digital radio, CD player, six speakers, Bluetooth phone and audio streaming, 4xUSB ports (2x front, 2x rear), a 4.2-inch digital driver info display with digital speedo, and a leather-lined steering wheel and shifter.
The safety story is a very strong one - see the section below for all the details.
Things missing from the 2.5i Sport that you might want for include an auto-dimming rear-view mirror, a proper surround-view camera, and leather seat trim.
Colours available for this spec comprise: Crystal Black silica, Crystal White pearl (as seen here), Dark Blue pearl (exclusive to Sport), Ice Silver metallic, Magnetite Grey metallic and Sepia Bronze metallic. The green and red options are not available on Sport, but no matter the colour you opt for, it won't cost you any extra.
Obviously though, you might want to choose carefully, as there are some orange highlights inside and out that might not match up with your preferred colour choice. Let's get to that next.
As part of the 2021 updated range, the CR-V saw a number of name changes, but there are still seven variants available, ranging from five to seven-seaters, and with front-wheel drive (2WD) or all-wheel drive (AWD). Prices are up across the carryover models by between $2200 and $4500 - read our original pricing story to see why.
Opening the range is the Vi, which carries over as the only model in the range without the turbo engine (any CR-V with VTi as part of its name indicates turbocharging), while it’s also the only CR-V without the Honda Sensing safety suite. More on that in the safety section below.
The prices seen here are the Manufacturer’s List Price, also known as MSRP, RRP or MLP, and don’t include on-road costs. Shop around, we know there will be drive-away deals.
The Vi model lists at $30,490 plus on-road costs (MSRP), which is more expensive than the pre-facelift model, but this version - which has 17-inch alloy wheels and cloth seat trim - now runs a 7.0-inch touchscreen media system with Apple CarPlay and Android Auto, as well as dual-zone climate control. This version also has Bluetooth phone and audio streaming, 2x USB ports, a digital instrument cluster with digital speedometer, and a four speaker sound system. It has halogen headlights and LED daytime running lights, as well as LED tail-lights. There’s a reversing camera fitted, too.
Step up to the VTi for $33,490 (MSRP) and you gain the turbo engine (details below), as well as keyless entry and push-button start, an additional four speakers (eight total), an additional 2x USB ports (four total), a cargo cover, exhaust pipe finishers, adaptive cruise control and the Honda Sensing active safety suite (detailed below).
The VTi 7 is new to the range, and is essentially a more economy-focused version of the old VTi-E7, now costing $35,490 (MSRP). For context, the VTi-E7 used to have leather trim, power driver’s seat adjust and 18-inch alloys. The new VTi 7 costs $1000 more than the old car, misses all of those items (now cloth trim, 17-inch wheels, manual seat adjust) but has the safety suite. It adds third row seats with air vents, plus two additional cup holders and curtain airbag coverage, as well as third-row top tether hooks in the boot floor. It misses a cargo blind, though.
The next model up the pricing tree is the VTi X, which replaces the VTi-S. It is a $35,990 (MSRP) proposition, and adds the safety tech and a hands-free tailgate, as well as auto headlights, auto high beam lights, a leather steering wheel, and from this grade up you get Honda’s LaneWatch side camera system in lieu of a traditional blind-spot monitoring system, and in-built GPS Garmin sat nav. This is the first grade in the range to get 18-inch wheels, plus it has rear parking sensors standard, and front parking sensors, too.
The VTi L AWD is the first grade in the step-up with all-wheel drive. It essentially replaces our previous pick of the range, the VTi-S AWD, but costs more. The VTi L AWD is $40,490 (MSRP), but adds a few goodies over the models below, including leather-appointed seat trim, driver’s seat electric adjustment with two memory settings and heated front seats.
The VTi L7 ($43,490 MSRP) does away with AWD but gains the third-row seating, as well as the good stuff mentioned in the VTi L as well as privacy glass, a large panoramic glass sunroof, LED headlights and LED fog lights, and a wireless phone charger. It also gets auto wipers and roof rails, plus steering wheel paddle shifters.
The top-of-the-range VTi LX AWD is a pretty pricey offering, at $47,490 (MSRP). In fact, that’s $3200 more than it used to cost. It’s a five-seater, and over the VTi L7 adds items like heated door mirrors, auto up/down windows for all four doors, an auto-dimming rearview mirror, electric front passenger seat adjustment, a leather-wrapped shift knob, DAB digital radio, and it gets 19-inch alloy wheels.
It’s fair to say the grades are pretty confusing, but thankfully Honda doesn’t charge extra for the colours available in the CR-V range. There are two new hues available - Ignite Red metallic and Cosmic Blue metallic - and the selection on offer does vary based on the grade.
Engine & trans
Instead, the 2.5i part of the name indicated a carryover 2.5-litre four-cylinder horizontally-opposed 'boxer' engine producing 136kW of power (at 5800rpm) and 239Nm of torque (at 4400rpm). No turbo here.
The Forester is available solely with a continuously variable transmission (CVT) Lineartronic automatic gearbox, and as it's a Subie, of course it has the brand's "Symmetrical" all-wheel drive (AWD) system standard, too.
The Sport grade isn't available with the brand's hybrid powertrain, though that's no great loss. Read our review where we compared that version against the excellent RAV4 hybrid to see how it fared
The 2.5i models have seen a towing upgrade for 2021, with the unbraked rating set at 750 kilograms, while the braked towing capacity is now 1800kg (up from a meagre 1500kg in earlier models).
There are two engines available in the Honda CR-V range - the one fitted to the base model Vi, and the one fitted to all models that have VTi as part of their badge.
The Vi’s engine is a 2.0-litre four-cylinder petrol engine producing 113kW of power (at 6500rpm) and 189Nm of torque (at 4300rpm). The transmission for the Vi is a continuously variable transmission (CVT) automatic, and it’s front-wheel drive (2WD/FWD) only.
The VTi models in the range get a turbo motor. According to Honda, that’s what the ‘T’ now stands for in CR-V land.
That engine is a 1.5-litre four-cylinder turbo-petrol unit producing 140kW of power (at 5600rpm) and 240Nm of torque (from 2000-5000rpm). It’s available mated to a CVT auto gearbox, and the choice of FWD/2WD or all-wheel drive (AWD).
If you’re after a diesel, hybrid or plug-in hybrid version of the CR-V, you’re out of luck. There’s no EV / electric model either. It’s purely a petrol affair here.
Towing capacity for the CR-V is pegged at 600kg for unbraked trailers, while the braked towing capacity is 1000kg for the seven-seat versions and 1500kg for five-seat models.
The official combined cycle fuel consumption figure for the Forester 2.5i Sport is identical to the rest of the range: 7.4 litres per 100 kilometres, with emissions claimed at 168g/km CO2.
On test, we saw an at the pump fuel economy of 9.5L/100km across a mix of urban, highway, country and open road driving (plus a very short unsealed off-highway stint).
Fuel tank capacity is 63 litres. It can run on the more affordable 91RON regular unleaded.
The combined cycle fuel consumption varies depending on the model you choose in the CR-V range.
The non-turbo 2.0L engine in the Vi is the thirsty one, using a claimed 7.6 litres per 100 kilometres.
The VTi engine’s fuel consumption varies depending on the model, seating and drivetrain (2WD or AWD). The entry grade VTi FWD uses a claimed 7.0L/100km, while the VTi 7, VTi X and VTi L7 use 7.3L/100km, and the VTi L AWD and VTi LX AWD claim 7.4L/100km.
On test in the top-spec VTi LX AWD - across a mix of urban, highway and open road driving - we saw an at the pump fuel use return of 10.3L/100km.
All CR-V models come with a 57 litre fuel tank capacity. Even the turbo models can run on 91RON regular unleaded, too.
The Subaru Forester is a smooth and decent family SUV, one that doesn't necessarily do anything exceptionally well, but nor is it terrible at anything when it comes to on-road driving.
In fact, my biggest complaint is the noise intrusion - there's quite a bit of tyre roar through even normal road surfaces, and coarse chip roads are louder again. There's also wind noise up around the windscreen and mirrors, and the engine is noisy under acceleration because of the CVT automatic transmission, and it doesn't sound overly delightful, either.
That said, the 2.5-litre engine's response is pretty good, offering decent and linear power delivery. It's not fast, not overly fun, and the CVT auto does rob it some of the excitement you might want. However, it jumps away from a standstill pretty nicely, and if you can hit the sweet spot when you're accelerating you might be surprised by its brisk response.
There are paddle shifters to take matters into your own hands - though even if you use the SI drive mode selector (Sport or Intelligent drive modes), it's less thrusty than turbocharged competitors (Ford Escape) or even hybrid-powered rivals (Toyota RAV4).
The ride comfort is quite good, there's a nice supple attitude to the suspension and the way it controls itself over bumps, but it is quite soft and that means that there is some noticeable body roll in corners.
Thankfully the seats are really quite nice and offer good support, and while the steering is decently weighted and accurate enough it's hardly the last word in excitement for thrills. I'm also not much of a fan of the lane keeping system and how it affects the steering, as it interrupts the smoothness of your steering a little too much. There's a button you can hit to turn it off, but you have to do it every time.
And that driver-monitoring camera system really does make you realise how much you're not looking at the road ahead. I'm a constant glancer, looking at whatever is driving past or whatever I see parked in people's driveways, and the system really made me realise that.
Because it's a Forester with all-wheel drive, I took it for a brief light off road review expedition, where it lived up to the brand's adventure-focused persona.
The most impressive element was a combination of nice high ground clearance (220mm), plus the way that soft suspension rolled over rocks and bumps allows decent travel to the suspension, and good control to the driver's hands, too.
The drive mode selection system allows you to choose "snow/dirt" or "deep snow/mud", meaning soggy camping trips or drives to the snow should be pretty well catered for. Like most soft-roading vehicles and crossovers, though, the tyres will be your biggest letdown but also your easiest upgrade.
The hill descent control system worked really well, and while I wasn't pushing any boundaries of what to expect a SUV like this to do, it was pretty well sorted of the whole.
Fit for purpose. That summaries the drive experience of the Honda CR-V 2021 model, which is unashamedly a family car and drives how a family car should.
That is to say it’s not as exciting or powerful as some rivals. If you’re after driving thrills, you maybe shouldn’t even be looking in this segment, certainly not at this price point anyway. But I will say this - on balance, the CR-V offers a competitive midsize SUV drive experience if you value comfort and easy driving overall.
The CR-V’s turbo engine offers decent pulling power across a good span of revs, and while we often criticise CVT automatic transmissions, the auto used here makes good use of the turbo engine’s torque band, meaning it accelerates smoothly enough and responds with enough urgency when you plant your foot. There’s a very slight lag to contend with during rolling acceleration, but it takes off from a standstill pretty well.
The engine is a little vocal under hard acceleration, but generally the CR-V is quiet, refined and pleasant - there’s not too much road noise (even on the 19-inch wheels of the VTi LX AWD), and there’s minimal wind roar, too.
The steering in the CR-V has always been a bit of a highlight - it has a really quick action that is well weighted and offers good accuracy, while not necessarily giving the driver a lot of feel and feedback. It’s great when you’re parking, because the wheel takes very little effort to turn.
There have been changes to the suspension for the 2021 Honda CR-V, but you’d be hard pressed to pick them - it still rides comfortable and hardly ever feels upset by bumps (only sharp edges at lower speeds cause some clunkiness, and that’s based on the drive in the VTi LX AWD with its large 19-inch wheels and low profile Michelin Latitude Sport 255/55/19 tyres).
Don’t get me wrong - the suspension is set for softness as a priority, so there is some body roll to contend with in corners. For family buyers, the drive experience is good, though anyone looking for a fun drive might be better served considering a Tiguan or RAV4.
That said, the Forester has an extensive safety technology specification list, starting with auto emergency braking (AEB) that works both in city and inter-urban settings up to 80km/h, and it features pedestrian and cyclist detection, too.
There's also lane departure warning with an active lane keeping assistance system that works from 60km/h to 145km/h, and there's adaptive cruise control that works through the brand's stereo camera EyeSight system. Blind spot monitoring and rear cross-traffic alert are standard, as is a rear AEB system to stop you bumping into cars or walls at low speeds, rear parking sensors, a reversing camera that is complemented by a front and front kerbside camera (not quite surround view, but close).
The Forester has seven airbags (driver's knee, dual front, front side, full-length curtain), and there are dual ISOFIX outboard child-seat anchors and three top-tether points.
The Honda CR-V was awarded a five-star ANCAP crash test rating in 2017, but given the rapid changes in protocols from the safety watchdog, it wouldn’t score that today - even with the broader application of the Honda Sensing suite of safety tech.
Models from the VTi variant up now score the Honda Sensing suite of active safety technologies. Previously, only five-seat AWD models were eligible for this tech, but now there’s been some level of democratisation of the safety spec, with 2WD models and seven seat CR-Vs now getting the tech.
All CR-Vs with VTi as part of their name now get forward collision mitigation (FCW) with collision mitigation braking system (CMBS), which combines into a form of autonomous emergency braking (AEB) that operates at speeds above 5km/h and can detect pedestrians, too. The lane keeping assistance (LKA) system can help keep in the centre of the lane by using a camera to monitor road markings - it works between 72km/h and 180km/h. There’s also a lane departure warning (LDW) system that can vibrate the steering wheel if it thinks you’re leaving your lane, before steering the car back (mildly) and applying brakes - it works at the same speeds as the LKA system.
There’s also adaptive cruise control that works between 30km/h and 180km/h, but at speeds below 30km/h the brand’s ‘Low Speed Follow’ system will accelerate and brake while keeping a safe distance. It won’t automatically resume if you come to a complete stop, though.
While the list of safety gear is an improvement for the CR-V range more broadly, this upgrade still leaves it well and truly behind the best in the class for safety tech. It is not designed to include cyclist detection, and it misses out on a traditional blind spot monitoring system - instead, only some models in the line-up get the LaneWatch camera system (VTi X and above) that simply isn’t as good as a real blind-spot system. There’s also no rear cross-traffic alert, and no rear AEB. There is no surround view / 360 degree camera available on any grade, either.
The fact Honda hasn’t taken the opportunity to fit the safety tech system to all models in the CR-V range is both befuddling and disappointing. You were so close, Honda Australia. So close.
At the very least, the CR-V has an array of airbags (dual front, front side and full length curtain) and yes, the seven seat models get proper third-row airbag coverage, too.
Subaru Australia backs its cars with a five-year/unlimited kilometre warranty, which is on par with its main rivals but behind the likes of Mitsubishi (10 years if you service with them) and Kia (seven years).
The brand offers just 12 months of roadside assistance when you buy a new car, where some others offer seven years or more.
The company also has unusual service intervals of 12 months/12,500km, with a capped price servicing plan that spans five years/62,500km. The average cost per service over that period is high, at $476.50 per annum - and it'll be even higher if you do a lot of kilometres.
There are also three-year and five-year service plans available. If you sign up for those, you get three years roadside assist plus a loan car when you get your car serviced. The costs for those are $1281.81 (three years/37,500km), or $2382.52 (five years/62,500km).
The Honda CR-V is backed by the brand’s five-year/unlimited kilometre warranty, which is par for the course in the segment.
Honda asks for owners to have their cars serviced every 12 months/10,000km, which is shorter intervals than many rivals (annually or 15,000km). But the service costs are low, pegged at $312 per visit for the first 10 years/100,000km of ownership - just note, that figure doesn’t include some consumables.
Worried about Honda CR-V problems - be it reliability, issues, complaints, transmission problems or engine concerns? Head to our Honda CR-V problems page.