Honda CR-V 2013: Launch Review

Now in its fourth generation, the compact SUV builds upon the size and utility for which it is renowned, adding slightly more technology, a new ‘lean-layered’ interior design and an uptick in overall refinement.

The new CR-V is offered with the choice of two and all-wheel drive for the first time locally. Both (petrol) engine choices have been refined, and are model dependent.

But the Australian market will have to wait for a turbo-diesel option -- a mistake that could cost Honda vital early sales, especially considering the numbers Honda’s nearest Japanese rivals are achieving with their own diesel-powered SUVs. Korean and European-sourced diesel models are faring even better again.

Honda says its latest CR-V is both more aggressive and aerodynamic in its styling with deeper sculpting of the body lines and a bolder front fascia. The visual weight of the front bumper is striking; its lines meld into a three-bar horizontal grille and deep-set headlamps.

At the rear, the CR-V retains its signature vertical lamps, adding more sculpture for a ‘three-dimensional’ style.

The new 2013 Honda CR-V is on sale now.

Honda says the addition of a front-wheel drive CR-V will help it double sales volumes. A bold claim, we think...

The single-grade 2.0-litre budget model is the only CR-V in the line-up to be offered with a manual transmission. It is available optionally with an automatic transmission and with satellite navigation. Cumulatively, the front-wheel drive model is expected to account for more than 40 per cent of all new CR-V sales.

All-wheel drive models feature a 2.4-litre engine (see below for more).

All new CR-V grades offer cruise control, Bluetooth telephony and a reversing camera. Alloy wheels are standard across all grades (17 and 18-inch diameter, depending on variant, both with full-size matching alloy spare) while all-wheel drive variants include roof rails.

VTi-S variants gain dual-zone climate control and parking sensors while top-shelf VTi-L adds leather upholstery, a sunroof, keyless entry, push-button start, powered front seats and HID headlamps.

Overall, the equipment is typical of the segment. Remote central locking, trip computer, power windows and mirrors, single-CD/tuner with USB connectivity and air-conditioning are found standard throughout the range.

Disappointingly, the new Aussie-spec CR-V does omit some of the equipment offered elsewhere by Honda. These items include LED daytime running lamps, active cornering headlamps, an automated tailgate, idle stop-start and the clever new electronic all-wheel drive system.

2013 Honda CR-V pricing:
CR-V VTi front-wheel drive: $27,490 (man.) / $29,790 (auto.)
CR-V VTi front-wheel drive with sat nav: $31,790 (auto. only)
CR-V VTi all-wheel drive: $32,790 (auto. only)
CR-V VTi-S all-wheel drive: $36,290 (auto. only)
CR-V VTi-L all-wheel drive: $42,290 (auto. only)

The budget front-wheel drive model is powered by a 114kW/190Nm, 2.0-litre four-cylinder petrol engine while the all-wheel drive models get a little extra oomph -- a 2.4-litre petrol unit rated at 140kW/222Nm.

The 2.0-litre models return a combined average fuel consumption figure of 7.8L/100km for the manual and 7.7L/100km for the automatic. The auto-only 2.4-litre-equipped models achieve 8.7L/100km on the combined ADR 81/01 cycle. CO2 emissions are rated at 182g/km, 179g/km and 201g/km respectively.

The five-speed automatic transmission with Grade Logic Control is available optionally on the front-wheel drive model and as standard on all-wheel drive variants. The only real change here is lower viscosity fluid aimed at achieving quicker warm-up times.

Aerodynamic improvements, including the addition of flat under-floor panels, sculptured wheel arches, a longer roof and aerodynamically-optimised bumpers, have helped smooth air flow over the CR-V’s boxy body. Honda says the result is a reduction in the coefficient of drag by 6.5 per cent when compared to the previous model.

Further economy improvements are also achieved by the addition of Honda’s economy-assist systems. Pushing the ECON button on the dash, the CR-V’s ECU relaxes the mapping of the drive-by-wire throttle system, and alters the operation of the air conditioning compressor and cruise control in favour of amassing better fuel economy.

A shift indicator also lets the driver know the optimum time to change gears on manually-equipped models. As well, an ECO Assist function helps drivers optimise their efficiency by displaying a different coloured glow across the CR-V’s instrumentation.

If the car is being driven economically, the dashboard glows green. If the driver slightly exceeds the best level of throttle control, the dashboard will glow white/green. And under heavy acceleration and deceleration it glows white.

Ride comfort and handling is also improved with all CR-V variants receiving minor upgrades to suspension, steering and all-wheel drive systems. The most noticeable improvement here, Honda says, is an emphasis on improved high speed stability.

The MacPherson strut (front), multi-link (rear) suspension arrangement is stiffer by as much as 10 per cent, while the more rigid body is said to allow the suspension to operate more effectively. Anti-roll bar diameter has increased to 23mm (front) and 17mm (rear) respectively.

The new CR-V’s ventilated front disc brakes measure 315 mm in diameter and the solid rear disc brakes are 302 mm in diameter.

Electric ‘Motion Adaptive’ rack and pinion steering (or MA-EPS) is said to improve feedback and response at higher speeds while also being more manoeuvrable at lower speeds. The system is wired into the vehicle’s stability control system to detect vehicle instability and prompt the driver to steer in the correct direction.

Unfortunately, Honda’s all-electric Real Time all-wheel drive system with Hill Descent Control offered in markets elsewhere will not be specified on Australian models. Instead, the Australian market will retain the hydraulic unit offered previously.

A new Hill Start Assist feature – which briefly maintains braking pressure when the brake pedal is released – is offered on all automatic variants.

All CR-V grades are equipped with a 58 litre fuel tank. Honda’s fuel requirements call for 91 RON unleaded petrol, a moderate saving for the hip pocket.

Although available in Europe (and selected other markets), the 2.2-litre i-DTEC turbo-diesel engine will not be offered from launch. Outputting 110kW/350Nm the all-aluminium unit consumes as little as 5.8L/100km while emitting 153g/km of CO2.

Honda confirmed Australia will receive the turbo-diesel engine in the latter half of next year (2013).

To exaggerate the illusion of inner space, the door casings have been sculpted to create a concave shape. The change has allowed the front seats to be positioned further outboard, making the CR-V easier to step in and out of. Further, it has acted to increase the space between the front seats allowing a larger centre console now with three drink holders, a bigger storage bin and sliding armrest (+/-60mm), and rear-row ventilation outlets.

The adjustment of the steering column and seat has improved by 10mm (each) while the H-point (seating position) of the rear passenger seat has been lowered 38mm for improved headroom, and easier entry and egress.

The change to the positioning of the rear seat has also allowed Honda to introduce a fold-flat 60:40 split-fold rear bench. These can be flipped flat in one movement at the pull of a handle located just within the cargo aperture.

With the seats in place, the new CR-V offers 556 litres of cargo space which increases to 1648 litres with the seats out of the way. Cargo load length has also increased by 140mm, now 1570mm, while the load lip is 25mm lower (now 665mm) for easier loading and unloading.

As we touched on earlier, the dashboard and instrumentation is now tiered in what Honda calls a ‘lean-layered’ arrangement, said to give the front-of-shop an ergonomically-efficient presentation. All major controls are grouped according to their function with an ‘information interface zone’ set front and centre.

Material usage is said to promote a ‘high quality feel’ with a horizontal trims section said to be similar in appearance to that of [uh-hum] "Japanese Kobe beef"…

Attention has also been paid to reducing road noise with added sound attenuation material being placed in the floor pan, rear door, wheel arches, door frames, firewall and bonnet. Joining new double door seals, the additions are claimed to reduce cabin noise by as much as 3dB when compared to the previous model.

SAFETY

In Australia, these include only the Emergency Stop System (which automatically pulses the brake and hazard lights under heavy deceleration) and previously noted Motion Adaptive Electric Power Steering.

Unfortunately, Australia misses out on Trailer Stability Assist (an extension of the stability control system), Lane Keeping Assist System, Adaptive Cruise Control and Collision Mitigation Braking System.

Honda’s Advanced Compatibility Engineering (ACE) body structure continues to help move collision forces away from the passenger cabin -- as per the previous model -- while also limiting the event of under- or over-ride situations where a frontal collision occurs with a vehicle of differing height.   To meet stringent new EuroNCAP criteria, the new CR-V is also designed to mitigate pedestrian injuries. This is achieved by a larger unobstructed frontal and under bonnet area, windscreen wiper pivot points designed to snap off upon impact, and energy-absorbing front mudguard mounts and bonnet hinges.

The new Honda CR-V is also equipped with front, side and curtain airbags, three-point seatbelts, child seat anchorages (top tether),  and anti-whiplash head restraints. For greater comfort the head restraints have been pushed back 9mm compared to previous model.

All new Honda CR-V variants achieve a five-star ANCAP safety rating.

COMPETITORS

Add then Toyota’s new RAV4, which will arrive from the get-go with a diesel engine when it lands next year; Subaru Forester and Mitsubishi Outlander (and its trio of French offshoots), also kicking goals; and the aging Nissan X-TRAIL and Dualis brothers which fill the all- and front-wheel drive categories with aplomb.

Then there’s the ever-growing list of South Korean competitors. Holden Captiva offers petrol and diesel motivation, and keen pricing, while the highly improved quality (and let’s not forget long warranty) of Hyundai’s ix35 and Kia Sportage make worries there a thing of the past.

If your budget will stretch, Czech-built Skoda Yeti or Germany’s Volkswagen Tiguan are ever-present options.

Add to this Ford’s upcoming new Kuga, and cheaper ‘prestige’ Germans (Q3 and X1) and it’s fair to say Honda will have its work cut out.

With a few specification hiccups and pricing that’s far from inexpensive, the new CR-V is between a rock and a very hard place. Let’s hope there’s enough room to move.

ON THE ROAD

In the face of this better response, the vechilce is also noticeably less ‘rollie pollie’ than the predecessor. This sharpening of the CR-V’s handling does impact on the vehicle’s ride quality, however, meaning you tend to feel more lumps and bumps on poorly surface roads.

It is not as playful as the likes of Mazda CX-5 or Volkswagen Tiguan, but nor is the suspension compromise as competent.

Braking performance is on par with most in this category and pedal modulation suitable for the CR-V’s purpose. The electronic aids do a great job of keeping the car stable under heavy braking, especially the new found relationship between the EPS and stability control systems.

The 2.0-litre engine does a good job for its purpose, and the five-speed automatic (tested) does a good job of keeping the engine in its sweet spot. However, if you were continually carting four people and their belongings the constant high revs and gear shuffling would become tiresome. Perhaps this engine is more comfortable in urban climes, and not tackling the hills and dales of the launch route outside of Adelaide (SA).

On the other hand, the 2.4-litre engine has the right blend of power for the CR-V’s intended role. It’s altogether more confident in achieving the same result, and would be far better suited to highway cruising with the family onboard.

But there’s a catch…

On test, the humble 2.0-litre engine achieved an average fuel consumption figure of 8.8L/100km when driving the 50km test loop. This compares with 12.2L/100km for the 2.4. It’s a big difference considering both vehicles drove the same course in an identical manner. Finding out where your priorities lie will no doubt be a big part of the decision when buying a new CR-V.

Cabin ambience is pleasant, and much quieter than the previous model. But realistically, we’re not seeing a lot better in most of the competition. The slabs of black plastic are dull, yes, and the layout can at first appear quite utilitarian. Once you’re on the road though, the spread-out formula and large hard buttons make the experience at the wheel friendly and without distraction.

The two centre screens are an interesting feature. The top screen is well-shielded from sunlight and easy to read, whereas the audio screen sits proud, and can be obstructed by bright daylight. We also noticed the manual air-conditioning in the 2.0-litre model worked more effectively than the dual-zone system in the luxury VTi-L.

The driving position is vastly improved -- 10mm here and there mightn’t sound much, but the new model feels less ‘kitchen chair’ than the predecessor and much more sedan-like. The relationship to the pedals is also improved, though we’re not a fan of the foot-operated park brake.

Forward and lateral visibility is terrific and large wing mirrors make lane-changing a breeze. Looking rearward we did notice a large blindspot through the D pillar when backing from a 45-degree park and, of course, there’s that ever-present blindspot behind the tailgate. Thanks Honda for having the nouse to offer a reversing camera as standard across the range.

Space utilisation and ergonomic improvements are a definite bonus, though we’re not sure the rear squab offers enough thigh support for adults. Kids will love it, though where child seats are concerned there are a few issues. Australian-spec models do not receive ISOFIX preparation and the top-tether latches are located at the aft end of the cargo compartment’s ceiling. This sees the straps cut into usable cargo space.

While there are improvements in some areas, overall we'd suggest the changes are not enough to keep the CR-V ahead of the game. We also would have liked a little more engine technology, a diesel from launch and a little more life and colour inside the cabin.

A good effort but the new CR-V is no game changer...

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