Honda CR-V VTi-L 2013 Review

You see the images in the ads for soft-roaders all the time; A happy couple unloading their mountain bikes from the boot at some lovely forested location, or gazing in awe across the hills their high-riding wagon has just clambered up.

Well, in the process of road testing the Honda CR-V VTi-L I managed to live the TVC fantasy. First up, was a trip several hours into the country for a mountain bike event, and then, a few days later, a journey up the sinuous tarmac to Mount Baw Baw ski resort and its sensational views over West Gippsland.

And you know what? Those pony-tailed creatives have a point. The CR-V and its ilk are good for the country, even thought the vast majority will spend most of their time fighting their way through the urban jungle.

The CR-V is not good in the sense that a Land Cruiser is good offroad, and it’s not good in the way a Renault Megane RS is good on-road. But it is good in that it drives okay overall, hauls lots of stuff, and does it all quietly and without any weird character failings or horrible technical flaws.

Sure, it’s not perfect – far from it. But then it is really the third-generation CR-V from 2007 with a new body over refined -- rather than all-new -- mechanicals. That’s basically because it was being developed during the GFC and Honda went conservative, electing for a makeover when an overhaul was due.

Honda has, with a bit of a sleight of hand, made the CR-V look newer and a bit shinier than it really is, by adding a 2.0-litre four-cylinder petrol engine and front-wheel drive model alongside the three all-wheel drive specification levels, which continue with a slightly refined version of the old 2.4-litre four-cylinder petrol engine.

The 2.0 VTi manual kicks off the range pricing cheaper than the old AWD base model by about $600 at $27,490. But with no manual option, the cheapest AWD is now $4700 more expensive than before. This top-spec VTi-L we are testing – previously dubbed Luxury – is $42,290, a rise of $2400.

For that money the VTi-L comes equipped with the same six airbags, stability control, cruise control, reversing camera and Bluetooth telephony, as do the entry-level VTi mid-spec VTi-S. But it also adds roof rails (like very other AWD CR-V), and along with the VTi-S, rain-sensing wipers, fog lights, dual-zone climate control, sat-nav and rear parking sensors. All models get alloy wheels and a full-size spare.

Exclusive VTi-L gear includes HID headlights with active cornering, a sunroof, a smart key with push-button start, powered and heated front seats, front parking sensors and leather trim. It also is alone in getting 18-inch (rather than 17-inch) wheels.

Importantly too, all CR-Vs are rated as five-star ANCAP performers. And it was a test in Australia of a right-hand AWD model too, so no wondering whether a Euro test of a left-hand drive diesel applies…

The best bit about the CR-V’s exterior re-do is the horrible old double grille has been turfed for a much slicker and appealing face. The windscreen has also been raked out to give the body a sharper ‘faster’ look. Overall though, the new CR-V actually measures up slightly smaller than its predecessor without giving up any interior space. In fact it manages to grow max storage by 147 litres.

The interior is something to be appreciated. Especially the way the split-fold rear seats collapse virtually flat at the pull of one lever. It shames all the flip-flop-flap most cars put us through. So just flip-up the tailgate, pull the lever, and throw your gear in. If it’s a mountain bike you won’t even have to remove the front wheel.

With the seats in-place there’s also plenty of space for adults in the rear seats and even the middle is quite good thanks to the flat floor. There are also pockets for storage, adjustable air-con vents and a decent view out.

The Thai-built CR-V’s quality of trim and materials is pretty good, although a sampling of the firmer cloth seats in a base model VTi made me question whether the extra money was actually delivering a comfort advantage.

Otherwise the driver gets sorted via a steering wheel that adjusts for reach and rake and a decent left footrest… albeit parked in behind the foot parking brake. So 20th century! Instrumentation is simple and dominated by a large speedo, although some information – including the gearshift indicator – is sometimes hidden when the steering wheel is turned.

The spokes on the steering wheel are button-heavy, while the info screen at the top of the centre stack seems info-light.

Speaking of steering, the transition from hydraulic to electrically assisted rack and pinion is the big story when it comes to the CR-V drive experience. It’s benign and reliable without ever feeling very involving. It is, at least, devoid of kick-back.

The rest of the package is familiar. There’s quite decent damping to quell out all bar the worst of rough roads. Then the body starts getting the twitches and shakes, moving beyond its – and your – comfort zone. But for the most part most of the time, the CR-V behaves decently.

During my week of testing, it was at its most unimpressive on the fast and loose gravel road descending from Mount Baw Baw. The RealTime all-wheel drive system struggled to cut through the loose top layer to the hard pack and then got over-enthusiastic, clamping wheels seemingly at random as the limited grip ran out.

In such situations, if you’re looking to apply the old ‘when in doubt power out’ maxim you might not be in luck. The 2.4 is a revver with not a lot of mid-range guts. That’s especially the case when you engage the ‘ECON’ button which quells the gearchange, cruise control and air-con. Bugger the planet, I switched it off. The fuel economy average still came in at an excellent 8.2L/100km.

The engine mates quite pleasantly with the five-speed torque converter auto, neither particularly adept nor crude in its change, just lacking a ratio or two. The manual change, via paddles, is quite quick and will happily stay in the gear you’ve selected, even when transgressing the 7000rpm redline (though quite why you’d do that…).

We also had a chance to drive the 2.0-litre front-wheel drive CR-V and it didn’t seem to give up much in the way of performance to the AWD. Much of that was no doubt due to being nearly 100kg lighter…

The best part of the whole VTi-L driving experience is how quiet it all is. Honda has invested in extra sound deadening and it shows up with reduced engine noise, tyre roar and gravel splash.

It’s a significant part of what makes the CR-V a pretty pleasant overall drive – whether you are heading down the shops or up the mountain.

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