Honda CR-V 2013 Review

Engine: 2.4-litre four-cylinder petrol
Output: 140kW / 222Nm
Transmission: Five-speed automatic
Fuel / CO2: 8.7L/100km / 201g/km
Wheels / Tyres: 17x6.5-inch / 225/65
Safety: Six airbags / Five-star (ANCAP)

Indeed, overall the Honda scored particularly well in interior space and cargo capacity, offering the second biggest seat-up (556 litres) and seat-down (1648 litres) space and a cabin that led all for front shoulder room. The Honda was also runner-up in both rear leg and rear shoulder room categories.

A 60:40 split-fold rear seat was included and the cabin floor was near-flat, reducing load effort.

Although the front seats were comfortable, it was difficult to find a satisfactory driving position in the CR-V. The high-set gear-lever and addition of gear-shift paddles are pluses, however, items such as the antiquated foot-operated park brake, protruding console shape and poorly-positioned boot release scored the CR-V down.

In the rear seats, passengers found an airy space with good cabin width, though the test-worst rear headroom measurement was felt as the roof’s rear curvature impinged comfort. The rear seats themselves were flat and unsupportive. The CR-V did score dual seat-back map-pockets.

The CR-V’s long gearing aided its engine’s smooth delivery, though it did labour under load, the resultant engine noise permeating through the cabin. Tyre rumble, however, was impressively isolated, and drivers found the CR-V’s visibility to be good all-round.

Cheap-looking grey plastic door handles didn't help. The velour upholstery, while pleasant to touch, looked dated and the front seat bolsters of the car tested were wobbly like those of the CX-5.

We found the air vents were notchy to operate and the Honda had the roughest, cheapest, feeling carpets and floor mats. However, the switchgear had a chunky, positive action and the interior was solidly put together in typical Honda fashion.

Apart from a rough edge around the lower part of the dashboard’s central stack, the CR-V lacked the poorly finished seams or big panel gaps as found in the Forester and Kuga.

The boot floor and back of the rear seats were carpeted while the sides were bare plastic, with flimsy-feeling remote seat-folding handles.

Honda picked up points for its well-presented engine bay and, while the front doors closed with a solid thunk, there was an unfortunate clang when closing the rears.

Tight panel gaps were consistent throughout the car and the solid feeling, classy metallic dark grey body cladding elevated the Honda above the other cars tested. That said, the CR-V’s black plastic grille trim felt quite brittle.

The no-cost option metallic paint of our test CR-V lacked the depth of the Subaru and sheen of the RAV4, but the silver finish of the flush-fitting roof rails provided an attractive offset.

In the bends, the CR-V proved not nearly as composed or fluent as the benchmark Kuga and CX-5. The CR-V’s tyres gave up purchase on terra firma too easily, thus its composure was easily tested.

The 2.4-litre (2354cc) engine was smaller in capacity than all but the Kuga, yet at 140kW, the Honda had the highest peak power figure – albeit by a slight margin, and achieved at a high 7000pm. Conversely, its 222Nm peak torque was the lowest, giving away 28Nm to the standard-setting Mazda.

No surprise that the engine proved a high-revving unit, with not a lot happening below 3000rpm but becoming increasingly vigorous as revs climbed. We found it necessary to drive in the auto transmission’s Sport mode much of the time.

The engine used 91 RON unleaded to deliver a claimed 8.7L/100km combined cycle figure, the highest of any vehicle on test. Things didn't get much better out on the open road either, where the Honda's worst of 20.0L/100km and its best of 8.7L/100km ranked it ahead of only the Kuga.

Put that down to its need for revs and a five-speed automatic transmission where its rivals boast six-speed autos or CVTs. Indeed, the lack of an extra cog was highlighted in tight, low-speed corners where the sizeable gap between first and second gears hampered acceleration.

There was disagreement among judges over whether the Honda or Subaru that had the greatest tendency to oversteer on the gravel test. Suffice it to say the CR-V was quite ‘tailly’, relying too much on its heavy-handed stability control to stay pointed in the right direction.

The simple and clearly labeled centre console was home to a touchscreen through which you controlled audio, infotainment and vehicle settings. Another screen set above this displayed current audio and the vehicles trip data, while yet another screen situated betwixt the engine and road speed dials replicated the most important information.

While these three detailed information zones may seem like overkill, they are clear, effective and well integrated. That said, we did find the trip computer unnecessarily difficult to reset.

The CR-V’s steering wheel provided audio, phone, information display and cruise control functions and featured paddle shift gear selectors for the automatic transmission. Phone and audio streaming via Bluetooth was also easy to initiate and operate.

Annoyingly, the CR-V features a foot-operated park brake, but was redeemed somewhat by the inclusion of a reversing camera and basic satellite navigation. The CR-V also offered ECON drive mode for improved efficiency.

On test, the Honda CR-V was beaten only by the Mazda CX-5 and Ford Kuga in this category, thanks primarily to its long list of standard inclusions and successful, simple integration.

With slightly more cargo space and pragmatic approach to rear seat stowage, the CR-V proved a practical player in this company. Metallic paint (fitted) is offered on all CR-V models as a no-cost option.

Honda provides the CR-V with an industry standard three-year/100,000km warranty which does not include roadside assistance or capped price servicing. Shorter service intervals of six months/10,000kms, whichever comes first, also placed the CR-V at a disadvantage when viewed against the likes of the Ford Kuga and the Toyota RAV4.

According to Redbook, an equivalent three-year-old Honda CR-V Sport retains a median price of $24,050 when sold privately. This equates to a respectable 62 per cent of its ‘when new’ price.