Honda CR-V VTi L7 2021 Review

The MY21 facelift sees the Honda CR-V VTi-L tested two years ago renamed the Honda CR-V VTi L7 and subject to a price hike of $4500.

Honda also made the decision to further increase pricing across the Honda CR-V range from January 1, 2021, adding up to $1010. The VTi L7 tested here copped a $710 hit, so it now starts from $44,200 plus on-road costs.

Honda Australia defended the initial price increase with the pronouncement that the high-grade seven-seat variant now features Honda Sensing – Honda’s suite of driver assist tech – plus an inductive (wireless) phone charger, hands-free power tailgate, LED headlights/fog lights and privacy glass.

And in fairness, that’s a fair swag of kit for what is effectively a $5210 increase. The LED headlights alone are worth plenty, based on my experience with the halogen lights fitted to CR-V models from the recent past.

Other standard features carried over for the Honda CR-V VTi L7 include electrically-adjustable fold-in door mirrors, electric windows, keyless entry/start with automatic re-locking once the key is out of range, black leather upholstery, eight-way electrically-adjustable driver’s seat with two-position memory, and 10 cup holders.

The infotainment system incorporates a 7.0-inch touch-screen display – which is new for the 2021 model year – as well as six speakers, digital radio, Bluetooth, Apple CarPlay/Android Auto and satellite navigation.

Honda offers the CR-V with a five-year/unlimited-kilometre warranty and service intervals up to 12 months or 10,000km, whichever occurs first.

Now standard for the Honda CR-V VTi L7, Honda Sensing comprises high beam assist, forward collision warning, adaptive cruise control, autonomous emergency braking (AEB), lane departure warning/lane keep assist and road departure mitigation.

The CR-V comes with a blind spot camera that looks down the left side of the car and feeds the infotainment display when the driver operates the left indicators. To be frank, this system is still no match for a proper blind spot monitoring set-up. And the reversing camera display is really grainy at night, too.

One occasion during our week-long test, the forward collision warning and AEB were triggered by an SUV in front making a right turn. The collision warning emitted a series of soft ‘piped-aboard’ tones to leave you alert but not alarmed. A fraction of a second later the AEB was on the job, the CR-V braking heavily to wash off speed as the vehicle in front loomed larger.

It was an impressive demonstration of Honda’s driver assist technology. Few cars get the balance right, but the CR-V did. It didn’t over-react, and when I waited to see how the system would fare (with foot ready to slam down on the brake pedal) it provided the precise level of braking effort required.

ANCAP rates the Honda CR-V five stars for crash safety, based on 2017 testing. The CR-V scored 35.76 points out of a possible maximum of 37, which applies to seven-seat variants as well as the five-seaters.

One look at the undersquare dimensions of the turbocharged engine powering the Honda CR-V gives the game away. With a narrower bore and a longer stroke, the 1.5-litre turbo delivers sufficient mid-range torque for a seven-seat SUV, despite its small capacity.

The powerplant is also a reasonably frugal unit, the CR-V returning a figure of 8.0L/100km on test. It’s also very well mannered at 1700 revs, at which point the SUV is cruising at 100km/h. That said, the engine isn’t particularly charismatic, and leads us to question whether Honda has revised the exhaust system for this MY21 CR-V.

Using the continuously variable transmission’s sport mode and shift paddles does produce livelier performance, particularly using the lower ratios. With patience, drivers will be able to find the 6500rpm redline, and there is a small surge of power from around 4000rpm.  

The Honda’s transmission is typical of CVTs in that it provides little engine braking unless you use the shift paddles for that very purpose.

Even in sport mode and changing ratios using the paddles, the transmission still shifts up a step to a higher ratio; the mapping for the transmission is presumably configured this way to reduce strain on the engine.

The previous Nissan JUKE would hold revs at the redline, even without manual shifting.

What’s to be gleaned from all this? One simple point: the Honda CR-V VTi L7’s powertrain is not for people who live to drive, but it will suit everyone else.

Despite its decent roadholding, the Honda CR-V is undeniably comfort-oriented foremost. It’s to Honda’s credit that the VTi L7 grips so well, without ceding ride quality.

Rolling on Toyo Proxes 235/60 R18 tyres, the VTi L7 offers a ride that’s a benchmark for the mid-size SUV segment. It is finely calibrated to complement the vehicle’s safe roadholding.

While the springs are soft, the dampers are just about spot on, whether at low speeds or touring speeds, ensuring the CR-V stands out for poise and control.

Yet the CR-V is not as satisfying to drive as the Mazda CX-5, Hyundai Tucson or Ford Escape, for example.

The steering is light and reasonably direct, but doesn’t talk back to the driver until the CR-V leans into a corner. Handling is trouble-free though, and the Honda maintains a tight track through bends, even with power applied.

The brakes are strong when you jump on them, but in normal motoring the pedal feel is sufficiently progressive and also quite compliant.

From the driver’s pew, the CR-V is very user friendly, boasting a good relationship between wheel, pedals and seat, plus large exterior mirrors for a wide field of vision.

The driver’s seat is well shaped but cushioning is firm, albeit supportive. There’s an engine-start button that’s easily visible from the driver’s seat too, on the dash to the lower right of the steering wheel.

The clunky, old-fashioned gear shift lever remains a shortcoming in the opinion of this reviewer.

Finished in optional Cosmic Blue metallic, one of the new colours for 2021, the Honda CR-V VTi L7 on test is an appealing package for family car buyers.

It’s comfortable and functional, although spaciousness is compromised by cramming seven seats into a mid-size SUV and then installing a panoramic sunroof as well.

Headroom in the rear is marginal for adults of average size due to the sunroof, although legroom for second row seat occupants is fine.

Accommodation in the third row seat should be reserved for children only. Access to that seat is not easy, even for kids, and there is very little room for groceries or any luggage behind the seat when it’s in use.

On the plus side, the revised centre console features a deep storage bin under the folding centre arm rest and a sliding panel above additional storage, with a removable base for easy cleaning.

There are two generously-sized cup holders in the centre console as well, along with the new wireless charging plate and two USB ports between the centre console and centre fascia.

Portable devices can also be recharged from the USB ports in the rear of the centre console below the adjustable vents.

The CR-V also comes with a full-size spare under the boot floor, and the third row seat can be lifted and tied in place with an anchor strap while removing the spare wheel.

So the CR-V is a sensible proposition that will capture the hearts of younger families.

And even as the price keeps pushing up, it remains fairly good value too.

How much does the 2021 Honda CR-V VTi L7 cost?
Price: $44,200 (plus on-road costs)
Available: Now
Engine: 1.5-litre four-cylinder turbo-petrol
Output: 140kW/240Nm
Transmission: Continuously variable automatic
Fuel: 7.3L/100km (ADR Combined)
CO2: 166g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2017)