Honda CR-V 2007 Review

What we liked
>> Space and storage options
>> Quiet and refined engine
>> Solid and stable handling

Not so much
>> Jiggly, low-speed ride
>> Sluggish performance in auto
>> Lack of manual shift for auto

OVERVIEW
When Honda launched the original CR-V in Australia back in 1997 the compact SUV landscape looked very different to today. Apart from the more agricultural Suzuki Vitara, the only real rival to the small boxy 2.0-litre five-door Honda was the Toyota RAV4. Between the two, they pretty much kick-started a boom that has continued to snowball through the past decade.

Appealing largely to suburban mums, the CR-V was an instant hit and remained popular, selling just over 90,000 to date. With its light duty all-wheel drive system and perceptions of safety, it appealed to the urban market, but the biggest selling factors were its high driving position, versatile interior and relatively car-like driving characteristics.

In 2007, however, there are now 14 players fighting for a share of a market that last year reached just under 80,000 units -- thus it helps to have a point of difference. While some makers have emphasised the light duty off-road capabilities of their products, Honda realised a long time ago that people -- particularly the large proportion of female buyers CR-V attracts -- do not buy these cars to go off-road.

As a result the driving aim behind the design of the latest, third-generation CR-V (that goes on sale on February 14) was to make it even more car-like, both in the driving characteristics and visual style. As a result it is curvier, shorter, lower and wider with a more firmly sprung suspension to improve on-road handling.

PRICE AND EQUIPMENT
With the new model now sourced out of Thailand (and subject to the free-trade arrangement between Australia and Thailand), Honda has managed to maintain pricing at the same level as the previous generation car -- before it went into runout mode. That means a starting sticker for the six-speed manual CR-V of $31,990. The five-speed automatic transmission adds another $2000.

As before there are three trim levels with all models sharing the same drivetrain options. The base model is simply tagged 'CR-V', the mid spec $37,490 model is dubbed 'Sport' and the top rung $39,990 version is tagged 'Luxury'.

Standard comfort and convenience kit in the base model includes manual air conditioning, cruise control, power windows and mirrors and remote locking. The audio system is a single slot CD/radio with MP3/WMA capability, four speakers and steering-wheel-mounted controls.

Move up to the midrange Sport model and while there is no badging to differentiate it, you will probably notice the standard 17-alloy wheels (compared to the base model's same size steel rims) and sunroof. Inside, the Sport gains automatic climate control aircon, a six-stack CD player with two extra speakers, variable intermittent wipers (versus two-speed intermittent in the entry level), roof-mounted sunglass holder and a luggage cover.

For the extra $2500 for the Luxury model you also get leather trim, and heated front seats with an eight-way power adjustment for the driver's pew.

MECHANICAL
Honda introduced the 2.4-litre four-cylinder petrol engine with the second generation CR-V in 2001 and despite overseas markets getting a higher-spec 2.0-litre, it remains the sole powerplant -- albeit with a range of improvements for the third generation CR-V. A slightly higher compression ratio, revised variable valve timing and greater flow rate intake and exhaust systems have combined to increase maximum power output by 7kW to 125 at 5800rpm. It's also flattened the torque curve which maintains its peak output at 218Nm at 4200rpm.

The same engine powers all three models but new for Gen 3 CR-V is a six-speed manual gearbox compared to the previous five-speed unit.

The optional five-speed automatic transmission is carried over from the previous model but unlike many other contemporary auto transmissions does not offer a sequential manual shift function. Instead it has an overdrive lockout button on the side of the lever that drops fourth and fifth gears and can be manually shifted down the gate to 2 and L.

The transmission shift lever has also been moved from the top of the dash and is now located conventionally at the bottom of the centre console -- ie, in the same position as the manual shift lever.

As before, the suspension consists of a MacPherson strut front and multilink rear arrangement although there have been modifications to improve the car's on-road dynamics, while the variable-assisted speed-sensitive steering has a slightly reduced ratio compared to that of the previous generation CR-V.

Honda says its Real-Time 4WD system has also been improved for better response. That said, the CR-V remains essentially a front-drive SUV with torque only transmitted to the rear axle when traction is lost at the front.

It's reare these days that a new model is smaller than the car it replaces!

Little of this reduction in external dimensions has affected the interior and the new CR-V is arguably more spacious inside with only rear adult occupants likely to notice a slight reduction in headroom.

Up front the comfy, if a little flat, seats are slightly wider and with the steering column now adjusting in both directions, it is easy to get a good driving position.

If previous buyers of CR-V praised the car's versatility, then they should be more than pleased with the new model. There is an abundance of big storage cubbies and door bins placed around the cabin and there a dual-deck load space available in Sport and Luxury models. This is essentially a slide-in shelf that will take up to 10kg.

The tailgate is now top-hinged for easier access.

The rear seat also offers more options with the sliding base split 60/40 to tumble forward while the rear seat back is split 40/20/40 Volvo-style to increase fold options.

Total capacity with the rear seats up is 1.01 cubic metres (1010 litres). That is more than doubled to 2.06 cubic metres (2060 litres) with all rear seats folded and tumbled forward.

Basically, the structure is designed with greater impact dispersion and absorption channels to improve crash performance and reduce injuries to both occupants and third parties. The car has yet to be tested by NCAP but has received a US NHTSA maximum five-star rating for frontal and side impacts.

The other major advancement in active safety is the standard fitment of Honda's stability control system, VSA. This works in conjunction with the drive-by-wire throttle and ABS system to help reduce under or oversteer. The VSA and traction control can be switched off, leaving the ABS with electronic brakeforce distribution and brake assist fully operational.

Inside, the new CR-V features active front head restraints, five three-point seatbelts (with pretensioners and load limiters on the front) and dual front and front side airbags on all models. The Sport and Luxury models also get side curtain airbags although these are not available at all on the base model.

The biggest seller last year was Toyota's RAV4 which like the CR-V starts at $31,990 and uses a 125kW/224Nm 2.4-litre four-cylinder engine. Second on the list in 2006 was Subaru's ever-popular Forester that unsurprisingly also starts at $31,990 and is powered by a 121kW/226Nm 2.5-litre flat four or 169kW/320Nm turbo version of the same engine in the top spec XT models.

The other big rival for the CR-V is Nissan's X-Trail which with a 132kW/245Nm 2.5-litre four is the most powerful non-turbo among the group and needless to say hits the showroom stickered at, you guessed it, $31,990.

ON THE ROAD
While Honda's previous generation CR-Vs have no doubt been popular, their on-road behaviour and general refinement have not been among their strongest points. So with this new generation car, Honda set out to make the compact SUV more car-like -- in all ways, except for the versatility.

What you notice first up are the far lower levels of NVH (noise, vibration and harshness). There is little in the way of unpleasant noise from the perky little four-cylinder powerplant and the cabin is a generally refined and hushed place in which to be. However, with the absence of engine or mechanical noises you do tend to notice other sounds and while not overly loud, there was a bit of wind noise and tyre roar obvious at highway speeds on our launch drive around northeastern Tasmania.

Mated to the slick six-speed manual gearbox, the engine feels up to the job of hauling the heavier CR-V and off the line it is responsive and relatively eager.

As you would expect, it does prefer the upper reaches of the rev band to wring the most out of the engine and judicious use of the easy-shifting gearbox will keep the car on the boil whether winding through hilly terrain or overtaking with care.

The automatic transmission, while very smooth and refined, does mar the performance somewhat with only five, wider spaced ratios and an inability to manually select the gear you want. Around town and cruising the highway the auto dulls the perkier response that the manual offers. Head into the hills and overtaking requires careful consideration. 

In its efforts to improve dynamics, Honda has both lowered the chassis overall and tightened up the spring and damper rates and the effect on the car's handling is obvious. Pushing through corners, it sits a lot flatter and more stable on the road than the previous car and the steering feels well weighted and direct.

But there is a trade-off in the ride quality -- over less than smooth freeway surfaces it feels a little jiggly, especially at lower speeds. It is not uncomfortable but over time it becomes a little annoying and it feels as though the suspension could do with just a touch more compliance for better ride comfort.

With the new CR-V, Honda has dropped all pretence of it being an off-roader and in the process, has made it a far more attractive urban proposition that still offers the versatility and space of a compact SUV.

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