TEST DRIVE: Honda CR-V

MANILA, Philippines - I get mixed feelings every time I think about the Honda CR-V. Here is one sport-cute that I absolutely adored in its first-generation version. That 1998 model bristled with ingenious packaging, styling and interior design and architecture, right down to the folding center tray between the front seats and the cabin’s overhead grab rails that spanned the length of the ceiling. 

Each new iteration, however, brought the CR-V ever more upmarket. It grew larger, heavier, more luxurious, and consequently, more expensive. Is that really what the market wanted?

Well, that seems to be the trend in any automotive segment so I suppose Honda is telling me to just get on with the program. (But I still miss the honest brilliance of the pioneer model.)

The all-new fourth-generation CR-V continues this trend, with more power and more space—despite, as Honda claims, consuming less fuel and emitting fewer emissions and—surprise, surprise—actually being a tad shorter than its immediate predecessor. Instead of the usual size upgrade, the CR-V sports a lower profile and shorter wheelbase. And I think Honda deserves kudos for that.

Up front, the bumper and grille flow into the headlamps to form a wedge-shaped profile, as the bumper of the previous model loses its prominent jutting leading edge. On the side, the smooth lines of the CR-V are accentuated by gently flared wheel arches. What Honda calls a C-pillar “kink” completes the heavily revised rear end that also leads into what the company refers to as “conversation-piece” taillights. I call them love-it-or-hate-it taillights. They look good from some angles but seem broken from others. The C-pillar kink also elicits polarizing opinions. The shape of the side windows is graceful enough, but the C-pillar itself looks a tad awkward—or at least unconventionally different. It certainly takes some getting used to. And I’m not absolutely sure if it will grow on me. 

Two variants are offered: a 153-hp SOHC 2.0 iVTEC 2WD base model and our 185-hp DOHC 2.4 iVTEC 4WD flagship test unit. The engine—and the whole drivetrain, for that matter—simply oozes utmost refinement. Gear shifts are virtually imperceptible while ride quality is best described as supple; even the way the brakes bite gently yet surely when you step on the left pedal lightly is oh-so-smooooth.

Inside, “smooth” is still the operative word. Fit and finish are seamless and the materials used are of the highest quality. Cabin space, as expected, is generous. Honda is the undisputed champion in this regard. All manner of cubbyholes and other storage compartments abound. They’re well-located and intelligently sized, too. Honda really sweats the details more than most other car manufacturers, Japanese or otherwise.

The Japan-made CR-V boasts features previously seen on the all-new Civic. The press of an ECON button turns the vehicle into a fuel miser—controlling engine, drive-by-wire, transmission, and even the AC to maximize fuel. But there are more passive systems to leave decision-making to the driver. An “Eco-coaching” ambient light beside the speedometer lights green to indicate when you’re being prudent with the accelerator—and white when you seem to be having too much fun.

The 2.4 EX is also equipped with an i-MID (Intelligent Multi-Information Display), highlighted by a 5-inch LCD for real-time feedback and easy access to audio information and fuel consumption. Controlled through steering wheel buttons, the system allows display customization to show specific vehicle settings. The EX also features a hands-free mobile phone interface, and a rear camera that displays the rear view on the dash LCD.

Honda says the new CR-V betters its predecessor in interior cargo volume by 65 liters, due in part to lower-folding rear seats—perhaps a lesson learned from the space-savvy Jazz.

The 2.4-liter EX AT retails for a heady P1.655 million (that’s knocking on the ballpark of some bigger 7-seat SUVs out there) while the 2.0-liter LX AT goes for a much more reasonable P1.425 million.

THE HIGHS

• extremely high build quality

• effortless power and torque

• plush ride/confident handling

• ultra-low levels of NVH

THE LOWS

• love-it-or-hate-it C-pillar

• pricey top-of-the-line model

• all-wheel-drive system not as capable and sophisticated as some rivals’ systems

THE VERDICT

Easily the smoothest, most refined, and best performing (at least on paved roads) compact SUV in existence