Honda helped initiate the "cute-ute" mini-SUV craze when it introduced its first CR-V on these shores back in 1997. With its micro-Land Rover looks and generous interior space, it was designed to appeal to a more mature customer than Toyota's RAV4, introduced the previous year. The second generation CR-V was introduced in 2002, wrapped in updated, if rather bland, sheetmetal. The also-conventional interior contained a few oddities like a dash mounted gear selector and handbrake, but was generally unremarkable and noisy at highway speeds. The best reason for buying a CR-V was always the same reason one would buy any Honda: an inherent efficiency and practicality bundled in a well-engineered and utterly inoffensive package. For all their Hondaness, however, the first two generations of CR-V suffered from a distinct lack of pizzaz and "real car" refinement. For the third generation of its mini-ute, Honda has shrewdly stuck to its original formula of a small package, while upping the ante on refinement.
Exterior
You wouldn't know from looking at it, but the new CR-V is actually three inches shorter than the old model. Observe them side by side, and the two take on a definite generational similarity. Compared to the 2002-06, the 2007 model is much less upright, with a wider and more confident stance, suggesting what is in truth a lower center of gravity. Aside from its upright, Volvo-esque taillights, the new model is memorable (or marred, depending on how you look at it), by a kind of ovoid taper to the side glass, and a secondary air intake that flows underneath the primary, chrome H-bearing one. Whereas the window treatment is rather pleasing to the eye (though it is an atypical example of Honda placing form before function), the lower grille portion is simply an eyesore, the automotive equivalent of a fake moustache. If nothing else, the CR-V's grille reminds that Honda being avant garde rarely comes across successfully (consider the gauges on early 90s Preludes, or the wacky Element). Still, the CR-V is a well-proportioned trucklette, its pleasingly plump rump thankfully no longer molested by a bulky spare tire, while standard 17 inch wheels (alloy on EX models) lend some weight and class to its overall bearing. One gratuitous touch, however, is the ridged strips of black plastic that line the bottoms of the doors and bumpers. Is it still necessary for the drivers of these cars-on-stilts to maintain that sense of off-road capability, no matter how vestigial? Even the previous generation CR-V made do with far smoother and more subtle bits extraneous polymer.
Like most any Honda, the CR-V will not polarize with its styling, and it even looks a bit classy from some angles. Park it next to Hyundai's sensuous new
Santa Fe, however, and its a bit like comparing a duck to a swan; the former is cute, but only the latter is truly eye-catching.
RATING: B+
Interior
One of the most notable things about Honda's new CR-V is what's not in it; as in, there's not a third row of seats standard - or even available. Does this put the CR-V at a disadvantage against the Santa Fe, Toyota's Highlander and RAV4, and Suzuki's new XL-7? The needs of the individual will decide, but what is more worrisome than the lack of a third row is that Honda couldn't make the second one any more comfortable. Although the space back there is fine, the seats are small and lumpy, and in its default position the headrest digs into this 5'9" tester's shoulders. Honda claims a 1.4-inch increase in vehicle width, which should translate into more elbow room, but if it does its impossible to distinguish versus a 2006 model. Although utes of this size and class aren't known for luxurious levels of rear seat space, Honda should have found a way to install some more comfortable chairs, particularly with no third row to hog the available real estate.
Fore and aft of these troublesome perches lie environments of a more exceptional variety. The well-finished cargo area is quite roomy, and can be extended by rear seat backs that are lighter than those in the previous generation CR-V. Repeat owners will likely rejoice in the fact that the side hinged cargo door has been banished. In its place is a conventional hatch that swings up to reveal a lower load floor, which should make bulky items feel a bit less bulky than before. If you do happen to break a sweat, simply crawl into the other end of the interior and crank up the fast-acting A/C. While reposing in manually adjustable chairs that are supportive, but still on the small side, take some time to appreciate an interior that looks and feels ten years ahead of its predecessor. Though you'll want to examine the plastic trim that deceptively mimics dark brushed aluminum, the dual gloveboxes, and the purple-trimmed display of the 6-disc CD changer (along with its artfully integrated tweeters on the dash), you might find it difficult for your eyes to leave the instrument panel. Folks accustomed to Acuras and Audis would feel at home with the large, legible tachometer and speedometer, trimmed in blue with a large, bold typeface. Bisecting them is an LCD display that provides digital fuel and coolant level graphs, and a trip computer with an instant mpg meter, as well as average mpg, range, and oil life. The display provides remarkable clarity, even in sunlight, and is an example of Honda putting quality touches right where owners will appreciate them. At night, when the exterior lights come on, the panel dims gradually, like the lights in an opera hall.
Ergonomics seem much improved over the previous CR-V, with climate controls that are now in a sensible location directly under the radio, and a stubby little shifter that sprouts from underneath them, rather than out of the top of the dash. In case you're keeping track, the emergency brake is also in a more conventional location next to the firewall. Honda managed to scavenge more space for odds and ends, with two small compartments in the middle of the dash just above the floor, the dual gloveboxes, another small compartment next to the driver's left knee, and larger map pockets in the doors, complete with bottle holders. Honda's trick folding center console (more like a tray, actually) is carried over from the previous model, but now carries with it a 12v power point and an ipod hookup (though there is no ipod holder, as in a Dodge Caliber). Flip open the ceiling-mounted sunglasses holder and you will find a fisheye mirror useful for dispensing food-fight justice amongst the rear passengers. Sightlines are exemplary, as per usual with Hondas, with one big exception: the radically tapered glass between the C and D-pillars means that lane changes will have you looking at a blank wall of plastic large enough to hide an Australian road train. On the plus side, there is no longer a full-size spare tire clogging up the direct rear view, as it has been replaced by a donut and relegated to a well under the floor.
The CR-V is no luxury car, as it still sports vinyl sun visors and a hard (though pleasantly textured) plastic dash, but it has enough upscale touches to garner a few "oohs" and "ahhs" from its passengers. Only the small and lumpy seats are truly disappointing, though opting for the more expensive leather surfaces may alleviate that to some extent (be sure to drive this Honda back-to-back with any other small SUV that you're considering so that you'll have a good idea of which seats work best). Also worth noting is that Honda will begin offering a voice-activated satellite navigation system in November, so for those who must have such things but cannot wait to purchase a new SUV, be prepared to spend significantly more on a thusly-equipped Highlander or Murano. If you can wait, however, a fully-loaded EX-L with nav should undercut the price of both significantly.
RATING: A
Ride and Handling
Unlike the second-generation CR-V, which rode on a version of the seventh-generation Civic platform, the 2007 rendition gets it very own underpinnings (different, even, from Acura's new RDX). Its still unit-body construction, of course, but the new CR-V feels much stiffer, to the point that "midsize SUV" seems a much more apt descriptor than "cute-ute". That this feeling of solidity was acheived without making the CR-V look or feel bulky is quite a testament to the discipline of Honda's engineers. The steering is quick and fluid, though numb, and allows the driver to toss the CR-V around with an alacrity not commonly associated even with smaller SUVs.
Drive a 2007 CR-V back-to-back with a 2006 model, and its obvious that designers paid extra attention to limiting noise and harshness over rough roads. Though a tiny degree of suspension precision has been sacrificed, resulting in a somewhat less confident turn-in and higher levels of body roll, the ride trade-off should be worth it for most drivers. In fact, even though the CR-V now comes with 17-inch wheels standard, the ride is significantly more composed and cushier than the previous model, which sported nothing larger than 16-inchers. Such distinctions are always relative, and from a ride standpoint the Santa Fe may prove even more pleasing, with its pillow-soft suspension motions. Then again, the Santa Fe possesses only a shadow the Honda's nimble nature. Again, personal preferences will play a huge role in making your decision; if you've driven Hondas before and enjoyed their tendency towards slightly stiffer suspensions, then you shouldn't have a problem with the way the CR-V rides, and might even find it a touch soft.
RATING: B+
Engine and Drivetrain
The engine, which gains 10 horsepower for 2007 with no increase in displacement, showcases another discrepancy (real or perceived) about the new CR-V. Whereas most of the competition (even the Tuscon) have at least the option of V6 power, the CR-V, in faithfulness to its mission, sticks with the tried and true four banger as its sole motivating force. This may not be as much of a penalty as you would think, however, given that Honda's 2.4 liter iVTEC-equipped four cylinder feels stronger than its 166 horsepower and 161 pound-feet of torque would suggest. Give it the whip from a standstill, and the engine growls distantly as it hoists the CR-V rather effortlessly to highway speeds (in contrast to the old model, where merging situations rendered the accelerator pedal little more than a volume knob). The 5-speed automatic transmission (the manual has been exiled as punishment for its low sales) performs its duties well, though it was a bit abrupt in its operation, which may have been due to the test vehicle having less than 10 miles on it. No manumatic-syle shifting function is available, but an overdrive lockout button provides a fifth to third gear downshift, into the threshold of the VTEC switchover, which provides adequate punch in highway passing situations.
Depending on which model you select, those four pistons can twist either the front or all four wheels. This tester was a two wheel drive that demonstrated trace quantities of torque steer under full throttle, but should be adequate for those living in dry climates. For foul-weather junkies, Honda still offers its "Real Time 4WD", which is a clever euphemism for "4WD that is designed for the way
Real owners drive their SUVs, which is on-road 99% of the
Time". The system is essentially a front-wheel-biased all wheel drive system that routes power to the wheel or wheels with the most traction during slippery situations. Expect to pay about $1,200 extra for four wheel drive, and to suffer a 2 mpg gas mileage penalty.
Of course, nobody who is going to buy the CR-V is looking for impromptu drag races with Mitsubishi Evos, so what will really appeal to them is the CR-V's EPA fuel economy numbers of 23 city and 30 highway. These figures are one and two miles per gallon better, respectively, than the previous generation, despite a total curb weight gain of 70 pounds. Its quite worth noting, however, that a V6 RAV4 (with 103 more horsepower), gets within two or three miles per gallon of those figures.
Despite the four-banger's frugality with fuel, its still difficult to ignore the lack of a V6 in the CR-V. This is especially true given that almost all of its competitors offer one as either standard (Santa Fe) or optional (Escape, Jeep Liberty) for the same money. Consider that spending $30,000 on a CR-V will still get you less horsepower than a 12 year-old Accord, and things start to take on even more perspective.
RATING: B
Safety and Brakes
Honda has long been known as a leader in safety, and the 2007 CR-V is no exception. From the $20,600 LX base model to the upper-tier EXs, all CR-Vs come well stocked with front, front side, and curtain airbags, as well as stability control and four wheel anti-lock disc brakes that operate firmly and with little wasted pedal motion.
Overall
Honda has done a commendable job updating the CR-V, while still retaining the core values that have made it such a success in the past 10 years. Its interior is now arguably at the top of its class, while issues like road noise and ride harshness have been addressed. Engine power and fuel economy are both up. The question is, has Honda sacrificed sales in the name of integrity? After all, 10 years is an eternity in the automotive biz, and the little runabout CR-V that once was relatively alone in the mini-SUV class is now competing with several more powerful and better equipped vehicles that are designed to fulfill their owner's every vehicular need. In saddling its new CR-V with only two rows of seats and a four-cylinder engine, Honda seems to have brought a toothpick to a gun fight with the RAV4s and Santa Fes of the world. Then again, the all-things-to-all-people approach taken by those two reflect the same attitude in their parent companies. This has consequences, and not all of them good ones. Toyota, striving to dominate every conceivable market niche, has undergone several recalls over the past few years (though this has not been much-publicized), while Hyundai's product portfolio is expanding at an astounding rate, raising questions about quality-control. Honda, for better or for worse, has never pretended to by anything other than what it is: a purveyor of small-to-medium-sized cars or car-based trucks that value effeciency and reliability over earth-shattering numbers. So if that's what you're looking for in an SUV, this CR-V is likely to hit the spot.
RATING: B+
2007 Honda CR-V EX 2WD
Vehicle type: 5-door, 5-passenger unit-body wagon
Price as Tested: $22,850
Drivetrain: 2.4liter I-4, 5-speed automatic
My thanks to Honda of Paris, TX for the use of their test vehicles.
