Driving the boringly perfect Honda CR-V

They say perfection can be boring. If that is true, then the 3rd-gen Honda CR-V is probably one of the most boring cars on the planet. Not that I’m saying in any absolute terms that Honda’s popular sport-cute is perfect in every way. It’s just that in my week-long drive of it, nothing stood out to grab my attention – whether in a good or bad way. Hmm…

The 1st-gen CR-V aimed to be the first 4x4 to offer car-like riding comfort. This latest iteration takes that goal even further – while confidently redefining the aesthetics of its genre.

The CR-V’s horizontally split front grille is reminiscent of the best-selling latest-gen Civic’s. Its quad projector lamps are state-of-the-art in looks and illumination. The fenders and doors are smoothly contoured and have a strong horizontal character line that gives them an almost BMW-like look. It’s just the tall pillar-mounted tail lamps that retain CR-V tradition.

But what radically sets the new CR-V apart not just from its rivals but also from its predecessors are its sedan-like sloping side windows. Clever sculpting of the rearmost D-pillar keeps the roofline high for maximum headroom while merging seamlessly with the sharply sloped rear quarter window.

Yet other departures from CR-V norm is the disappearance of the tailgate-mounted spare tire, which makes the CR-V look more like a crossover MPV (albeit a very high-end one), and the upward-swinging tailgate with fixed backlight. The previous two iterations had side-opening tailgates and a separately opening backlight.

Under the hood lies either of two engines: a 150-ps 2-liter SOHC i-VTEC motor (FWD only) or the 170-ps 2.4-liter DOHC i-VTEC powerplant which was fitted in my P1.45 million top-of-the-line test unit. The engines are mated to either a 6-speed (natch!) manual transmission or a 5-speed (natch, again!) automatic, the latter fitted to my tester.

Honda’s Real Time 4WD Dual Pump System, which senses different road surfaces and automatically engages all-wheel-drive whenever greater traction is required, makes a “new and improved” encore.

Although I wasn’t able to take the new CR-V off road, I’ve had enough experience with Honda’s Real Time 4WD system to know that it’s still best reserved for occasional forays on gravel or muddy roads. Honda’s part-time system, which works as front-wheel-drive as default mode until the front tires slip, has never been ideal for hard-core rock-climbing and off-roading.

It rides on MacPherson struts in front and reactive double wishbones at the rear, with 17’’ alloy wheels and generously sized 225/65R-17 tires. The balance between riding comfort and handling is spot on for its class, blending compact car-like suspension damping with similarly car-like responsiveness.

Inside, utility rules with no less than 16 storage compartments (including two glove boxes); while functionality is enhanced by an iPod interface, steering wheel-mounted audio buttons, and a neat sunglass holder-mounted conversation mirror that lets the driver see all his occupants including his adjacent passenger – a boon when you have a gorgeous date beside you. The backseat has a 40:20:20 split to accommodate just about any combination of passengers and cargo.

Like previous CR-V’s the shifter is mounted on the center console. Unlike its predecessors, though, the newest model loses the useful walk-through function between the front seats. On the plus side, overall space is exceedingly generous, the luxurious leather seats have a fabulous beige color that doesn’t seem to stain as easily as they look, the aircon/audio buttons are commendably large and easy to figure out, and the leather steering wheel is a pleasure to grasp, with grips located at the 10-and-2 as well as 9-and-3 positions.

The new CR-V comes with a generous array of passive and active safety features like dual and side airbags with OPDS (Occupant Position Detection System), G-Force Control Technology (G-CON) body construction, whiplash-preventing seats, ABS, EBD (Electronic Brakeforce Distribution) and VSA (Vehicle Stability Assist).

All things considered, there are still a lot more to like than to dislike with Honda’s 3rd-generation soft-roader.