Honda CR-V 2017 Review

Who would have expected to see an aggressive nose, pumped-up wheel arches and nice proportions in a Honda CR-V? The new model launched earlier this year is arguably the most stylish vehicle to wear the badge since the second-generation model from 2002.

Get behind the wheel, however, and it's clear Honda hasn't lost sight of the target buyers for the CR-V, a car designed for passengers as much as the driver. That's the inescapable conclusion after driving the mid-range CR-V VTi-S all-wheel drive for a week.

It's an exceptionally quiet car – certainly much quieter than the previous model we ran up against a Toyota RAV4 of similar specification. This new car is much better at dampening road noise than the superseded CR-V. At touring speeds there's mild wind noise and some barely audible powertrain noise. The CR-V's tyres are rowdier on coarse-chip bitumen, but by comparison with almost anything else driven during the past 12 months, the CR-V's ability to soak up noise and vibration transmitted from the tyres' contact patches is outstanding.

Honda’s turbocharged 1.5-litre four-cylinder pulls at low revs with a throaty burble from the induction system. At higher revs and under load the engine is still quite refined, which is probably as well, since it occasionally needs those higher revs to extract all the available performance. While the engine is flexible right across the rev range, there's a small but distinct surge from above 3000rpm. Yet the powerplant is also impressively responsive from a standing start. It never feels like a turbocharged unit.

That said, the result is not especially sporty. And that's mostly attributable to the influence of the continuously variable transmission bolted to the engine. This particular transmission is quieter and generally better behaved than similar units in Subarus, but it lacks the sophistication, the level of control and the 'manual' operation of Nissan CVTs.

Around town, there are more CVT traits prevalent in the CR-V than in Nissan's X-TRAIL. Whereas the X-TRAIL has shift paddles, in this level of trim, the CR-V doesn't, and nor does it offer sequential-shifting with the gear-lever – which admittedly won't necessarily be missed by target buyers , but it does speak to the CR-V being developed for passengers ahead of the driver.

In the shift quadrant there are 'S' (Sport) and 'L' (Low) settings, but no separate détente for manual shifting. The ‘Sport’ mode will typically adjust the CVT's operating ratio such that the engine is spinning at 3000rpm rather than 2000. The 'Low' mode keeps the engine running in the band of revs where torque is optimised. In other words, it won't let the engine spin up above 5000rpm.

The shifter for the transmission is very old fashioned and seems really at odds with the space-age style and ergonomics for the rest of the interior. It's large, clunky and doesn't encourage shifting down for engine braking, as an example.

Despite those misgivings, the CVT makes a reasonable partner for the new powerplant, and it basically keeps the engine on the boil when that's desirable, or slogging away quietly and economically at low revs. And part of the reason the CR-V is so quiet at 100km/h is the final drive and 'top gear' ratio of the CVT. At that speed, the engine is ticking over at just 1700rpm.

Over the course of the week, the Honda CR-V used 10.3L/100km, with the trip computer posting results below 9.0L/100km in an open-road driving session or an off-peak run on free-flowing suburban arterials. Even the overall figure, including several days of commuting, is significantly better than the 13.1L/100km for the previous model (powered by a 2.4-litre naturally-aspirated four-cylinder driving through a five-speed automatic transmission).

Dynamically, the new CR-V offers safe handling, with no nasty habits when flung into a corner. This is not a car to keep the driver entertained with lift-off oversteer, but nor does it understeer to any great degree. There's plenty of grip available, although this doesn't translate to brilliant steering response or feedback, which rates around the median for the CR-V's market segment. However many CR-V buyers will appreciate the lightly weighted steering.

Ride comfort varies in different circumstances. There's good body control at touring speeds and good damping over speed humps at lower speeds. The car is softly sprung generally, but is less compliant over sharper impacts up to the around-town limit. This may be a reflection of the test car’s wheel and tyre combination – Michelins on 18-inch alloys, rather than the 17-inch wheels of the entry-level CR-V VTi.

At night, the Honda CR-V's headlights are dim and yellowish on low beam. Honda does offer the CR-V with LED headlights, but at a price of $9000 more for the VTi-LX flagship. In the same vein, there were no rain-sensing wipers in the vehicle on test, but they are available as standard in the CR-V VTi-L for $3500 more.

Boarding the CR-V is made easier by the sensible hip point, and the front seats offer some shape and comfort from the cushioning, although the Honda doesn't lead the mid-size SUV pack in that regard.

If you haven't driven a Honda for a while, the new-look ergonomic conventions (touch screen and steering wheel switchgear, as two examples) are certainly 'different'. Setting the cruise control is counter-intuitive if you want it operating as a cruise control system, and not just a speed limiter.

While the instrument binnacle is laid out in an orderly way overall, the fuel gauge can be a little hard to read in strong sunlight. The digital tachometer display – in a bar chart – can be hard to read, but the CR-V's system is one of the better examples of its type. Honda's blind-spot monitoring camera on the left side of the car displays every time the left indicator operates which is a useful feature for drivers who can't be bothered setting up the mirrors correctly.

There is an obscene amount of rear-seat accommodation in the five-seat C-RV VTI-S, plus adjustable vents for the kids, two cupholders in the centre armrest and levers which flip the seats forward for an extended load base, flush with the floor of the boot.

There are also levers in the luggage compartment to drop the seats without having to walk around to the side doors. Under the floor of the boot there's a full-size spare with matching alloy rim. While the CR-V’s boot has shrunk in the migration from fourth-gen to new model, at 522 litres with the rear seats in place, it's still 80 litres more generous than the new Mazda CX-5.

We encountered some difficulty with the CR-V's powered tailgate. No matter what I tried, I couldn't make it open with the button on the dash. The kids also had trouble opening it from outside the vehicle. This may be a one-off problem with the test car itself. Honda Australia advises that the button must be held depressed for '1 second or so' before it will open. This is apparently a safety feature – one I couldn't get to work, despite holding the button down for more than one second, with the engine off, or running, or in Park or in Neutral.

In every other respect, the Honda CR-V turned out to be a much improved model and there are some aspects of the new generation which are truly commendable. It's quiet, reasonably economical, roomy inside and safe. Being a Honda it should be reliable for years to come, and when it comes time to offload it, the resale will be better than many rivals'.

2017 Honda CR-V VTi-S AWD pricing and specifications:
Price: $35,490 (plus on-road costs)
Engine: 1.5-litre four-cylinder turbocharged petrol
Output: 140kW/240Nm
Transmission: Continuously variable
Fuel: 7.4L/100km (ADR Combined)
CO2: 168g/km (ADR Combined)
Safety Rating: TBA

Related reading:
>> Honda CR-V 2017 Review
>> New CR-V to boost Honda sales
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