The entry price of the popular Honda CR-V mid-size SUV line-up has been lowered with the introduction of the Vi model. Priced from $28,290, it even undercuts the cost of the original CR-V launched in 1997 and lines up in the bargain basement of a hot segment against the likes of the Hyundai Tucson Go, Mazda CX-5 Maxx and Toyota RAV4 GX. A lot of equipment has been cut to go with the price, but that can’t hide the basic appeal of this family wagon.
The Honda CR-V was first launched in Australia in 1997. Back then the compact SUV was offered as a 2.0-litre all-wheel drive manual with five doors, five seats and a fold-out picnic table, priced at $29,950 plus on-road costs plus $2000 for the four-speed auto.
Almost exactly 21 years later Honda has dropped the CR-V Vi on to the Aussie market. It’s a 2.0-litre front-wheel drive with five doors and seats, no picnic table and a starting price of $28,290 … as an auto. Even though the Vi doesn’t engage the rear wheels it’s hard to argue value hasn’t improved.
By modern-day standards the 2018 Honda CR-V Vi is certainly not dripping in equipment. Most importantly, it loses the 1.5-litre turbo-petrol engine standard across the rest of the fifth-generation CR-V range and replaces it with the aforementioned 113kW/189Nm single-cam naturally-aspirated i-VTEC four-cylinder.
Not only is it less powerful and punchy than the turbo (140kW/240Nm), it’s also thirstier, averaging a claimed 7.6L/100km versus 7.0L/100km.
Other things it misses out on that are standard for all other CR-Vs include Android Auto and Apple Carplay (there’s still Bluetooth), roof rails, turn-by-turn navigation, smart keyless entry, active noise control (which uses frequencies issued from the audio system speakers to reduce exterior noise), dual-zone climate control (Vi makes do with old-style air-con), an HDMI input and a glovebox light.
In a fascinating display of the product planners’ skills, some stuff is still there, just reduced. There’s one exhaust pipe not two, the security blind for the luggage space is optional, the media screen is reduced from seven to five inches, there is just one USB input instead of four, there are fixed rather than dynamic guidelines for the reversing camera and four audio speakers instead of eight.
Yet the Vi still gets six airbags, a full-size spare tyre, alloy wheels, cruise control, an electric parking brake, a trip computer, power windows, a driver attention monitor and tyre pressure monitoring.
There’s no high-end driver assist systems like autonomous emergency braking, but only the top-spec VTi-LX CR-V gets that anyway. The Vi also misses out on Lanewatch, the cool system that shows the roadside in the reversing camera when you flick the left blinker. The next model up, the $30,690 VTi, doesn’t get it either.
The Vi has a five-star ANCAP safety rating (2017), five-year/unlimited-km warranty and service intervals every 10,000km, each with a set price of $295.
And what about the 1997 CR-V? Back then Honda was crowing about an equipment list that included two airbags, power windows, air-con, a stereo, tin wheels, engine immobilising and a three-year/80,000km warranty.
Mind you one thing that has happened to the detriment of the modern vehicle is the migration to big wheels and lower-profile rubber. That has hurt their ability to soak up our poor-quality roads and therefore transport passengers in comfort.
Well, the Vi firmly extends the middle digit at that philosophy. Rolling on 17-inch 235/65 rubber, it absolutely cruises over crappy roads, cossetting its inhabitants along the way. Hey, you might not look as cool as another mob riding on 20s, but when they’re grimacing you’re smiling.
The CR-V VTi is equipped with the same size tyre, but at 1504kg the Vi is 32kg lighter thanks to all that abandoned equipment. It all helps the ride and it helps the handling too.
That means the CR-V is a benign and comfy drive as well as ride, with decently weighted steering and not t-o-o-o-o much body roll in the bends.
With its SUV ride height, big windows and mirrors, it’s an excellent viewing platform and pretty hard to argue against as a vehicle for urban duties.
The drivetrain is the weakest part of the experience. It doesn’t feel all that strong one-up and cops additional passengers and luggage with equanimity but without enthusiasm. Lots of big loads, lots of hills and lots of passing challenge it.
The good news is the continuously variable auto doesn’t hunt around for gears all over the place as a traditional torque converter auto does when mated to a torque-shy small engine like this. There’s no flappy paddles and artificial steps so you can’t pretend you’ve got gears.
But the paucity of engine torque still means the CVT holds the CR-V’s engine revs up high in the range for extended monotonous and noisy periods under acceleration. The good news is we averaged 8.2L/100km, so all that effort didn’t send fuel consumption to hell.
A basic equipment list – in modern-day terms – and a straight-forward drive experience are matched by an interior that is strong on basics but missing out on virtually all the frills.
The biggest positive is the sheer amount of space. In the front or back row there is heaps of room for adults. There’s also lots of places for their gear, be it in pockets, bins or the glovebox. However, the door bins are a weird design, having lots of room but only small openings.
Boot space is terrific – rated at 522 litres with row two in place and 1084 litres folded -- and the way the rear seats can be dropped flat via levers in the boot is really appreciated. Thanks product planners for not chopping that feature.
There’s a couple of bins, four hooks but mostly just space -- mountain bike consuming space without even having to take the front wheel out. Just watch your head if you’re about 170cm and above because the tailgate is pretty low even when fully open.
Up front, the instrument panel and dashboard are things of simplicity. There are not many buttons, knobs and dials to distract your attention; the cluster is simple white on black, the media screen defaults to a digital representation of an analogue clock. There’s a message there somewhere…
The audio is also pretty basic, producing a tinny, furry noise.
The driver is looked after by reach- and rake-adjustable steering, a big left footrest and cloth seat trim that’s flat yet commodious. Trim materials include piano black and a matte silver-looking plastic that gives the interior some lift without being anything too special.
Thai-built like the rest of the Honda CR-V range, our test Vi had a rattle or two on the rough stuff but overall seemed well bolted and welded together.
It’s easy to like the CR-V Vi. Apart from the serious issue of lacking AEB and a bit of grunt, it’s got just about everything most of us need in a family truckster.
It’s a simple, comfortable wagon without any pretensions or flare. You want to be fabulous, preen and ride uncomfortably then go buy something $20,000 more expensive with 20-inch wheels.
But if you value your cash, lack pretension and appreciate the lessons of the past as well as the fashions of today, then consider the Vi.
How much does a 2018 Honda CR-V Vi hybrid cost?
Price: $28,290 (plus on-road costs)
Engine: 2.0-litre four-cylinder petrol
Output: 113kW/189Nm
Transmission: Continuously variable (CVT)
Fuel: 7.6L/100km (ADR Combined)
CO2: 174g/km (ADR Combined)
Safety rating: Five stars (ANCAP 2017)