Honda CR-V bringing its A game
The 2017 offerings come with a more efficient 1.5-litre engine and power under the hood
Can it really be 20 years since Honda first debuted its little CR-V sport ute in North America, thus helping — along with the Toyota RAV4 and Subaru Forester — to establish what has become the wildly popular compact crossover segment? There are now more than 15 competitive models in that segment filling driveways and garages across the country.
Considering the new 2017 model is the fifth generation of the CR-V, the answer would be yes.
Now, I haven’t been the CR-V’s most ardent fan finding it middle of the road, both stylistically and dynamically. But when you’ve sold more than 450,000 units in Canada since 1997, taking up that middle lane is the safe and profitable, if less than inspiring, way to go. Despite coming up short in driving enjoyment (i.e., handling and “feel”) in comparison with, say, sportier crossovers such as Mazda’s CX-5 or the Kia Sportage, it handily outsells both. Clearly, being mainstream works.
Kudos to Honda, then, for the 2017 CR-V’s revamp. While not over the top, it is just a bit more daring, with new platform architecture, more distinctive styling, added content, new safety features and especially a big difference under the hood. This last is the most significant, Honda ditching the yeoman, 185-horsepower 2.4-litre four-cylinder engine for a smaller but turbocharged 1.5L four that pumps out a hardier 190 hp. It’s not the extra five ponies that count for much difference, or even the turbo four’s 179 pound-feet of torque (the old 2.4-L engine put out 181 lb-ft), but the fact that the new engine’s peak torque is reached at a low 2,000 rpm and hangs on until 5,000. The old engine didn’t reach peak power until 3,900 rpm. The result is not extreme from an acceleration standpoint, but it is there; the new CR-V just feels peppier.
It’s still hooked up to a continuously variable transmission, which seems a good fit. However, the engine has a distinct growl to it when accelerating, which disappears when cruising at a steady speed, after which it is road noise from the winter tires that becomes noticeable. Fuel economy for the week was a reasonable 10 L/100 km in a mix of approximately 65 city/35 highway driving. The good news is that the turbo four runs on regular unleaded fuel.
Honda does offer the CR-V in a base, front-wheel-drive LX form ($26,690). After that, it’s all-wheel drive (upgraded for 2017) across the model lineup: LX AWD ($29,490), EX ($32,990), EX-L ($35,290) and top-of-the-line Touring ($38,090). I was given the keys to the Touring edition, all the better to get the full effect of the copious bells and whistles seeded throughout the vehicle.
Honda has re-jigged the CR-V’s chassis to provide the crossover with a bit more agility when working the turns. Underneath, one will find a typical MacPherson strut front suspension, with a new rear multilink setup, both ends now with specially tuned low-friction dampers as well as solid rear stabilizer bars that promote flatter cornering. The dual-pinion, variable-ratio electric power steering has a solid weight to it and provides decent communication with the road. The Honda Sensing suite of standard safety and driver-assistive technologies now includes road-departure mitigation and adaptive cruise control (with low-speed follow).
The CR-V sees marked improvements in the cabin, starting with upgraded materials throughout. Let me lead with the most impressive aspect: it’s roomy. I not only have enough wiggle room behind the driver’s seat for my 6-foot-2 frame, I can then jump into the back seat and not experience any compromise of headroom or legroom. Fantastic!
Furthermore, cargo room is plentiful, some 37 cubic feet (1,048 L) with the rear seats up, double that when they’re dropped flat. (Keep in mind, the new CR-V isn’t appreciably larger overall than the previous model.) Under-floor storage is available just behind the rear seats. There’s also the two-position removable rear cargo floor, which can be set in a low position to open up even more space for taller, bulkier items.
As for the copious standard modcons, the more noticeable include the remote engine start, dual-zone climate control, electric parking brake, rear USB charging ports, front passenger seat with four-way power adjustment and driver’s seat with eight-way power adjustment and four-way power lumbar support. The Touring edition’s heated front and rear seats, along with a heated steering wheel, were appreciated.
Bothersome issues were limited to the location of the fuel filler door release — down low near the brake pedal. I also thought the digital instrument panel was a bit cluttered with info. More annoying is the fact that navigation is offered only on the Touring.
Quibbles aside, the upshot is this: There’s a lot of new and revised compact crossovers due out this year, so it’s too early to bestow any sort of “best” title on the CR-V for 2017 — yet! However, the competition will have to up the effort considerably to impress me. The fifth-generation CR-V is Honda bringing its A game.