Price dims CR-V’s ability to shine
STICKER: FIRST LOCAL HONDA TO COST R1 MILLION
Seven-seater in need of more accessible derivates to take on its rivals.
The Honda CR-V was a long time coming for South Africa, but the hype of the sixth generation CR-V quickly descended into exasperated gasps when the flagship SUV’s sticker price of more than R1 million was revealed.
Its price of R1 041 300 makes it the first seven-figure local Honda, but also more expensive than the new Civic Type R that has since also breached the R1 million mark, the American Honda Passport-styled CR-V’s fitting of seven-seat didn’t quieten the backlash either to a model that has traditionally been a five-seater.
Although loaded with features, the prospect of the CR-V regaining any past form has, sadly, been negated as a result of not only the price, but also certain packaging issues. The CR-V is decently accomplished and yes, well equipped with enough ability to rival the RAV4, Tiguan, Sportage, Tucson and incoming Territory with ease. The styling is anything but radical, but rather a refinement of its predecessor without being overthe-top. Up front, its features thin LED headlights and a distinctly American gloss black grille.
The retention of the orange side reflectors on the wheel arches upping its Americana factor, the Exclusive we had on test gets sporty 19-inch alloy wheels, dual chrome exhaust outlets plus widened bumpers and door sills not available on the entry-level Executive.
Stepping inside reveals the most welcome aspect of the CR-V; an interior made more functional and easier to decipher than previously. In addition to the centre console being no longer “split” into sections as on the old CR-V, Honda has also resisted the temptation of replacing any physical switchgear with touch-sensitive items.
The result is a button and dial orientated cabin that looks smart, modern and makes finding one’s way almost immediate.
What’s more, the 10.2-inch digital instrument cluster’s ability to be customised via the steering wheel is just as easy, while the nine-inch touchscreen infotainment system – first sampled on the Civic RS – rates as the proverbial cherry on the tech cake.
Inclusive of wireless Apple CarPlay and Android Auto, embedded satellite navigation and physical shortcuts buttons plus a traditional volume knob, the setup further serves as display for the 360-degree surround-view camera system, and the LaneWatch camera that activates when turning to the left. Spacious up front with the seats being heated and a Head-Up Display projected onto the windscreen being another standard feature, the CR-V’s spec sheet is extensive as it also includes dual-zone climate control, an eight-speaker sound system, wireless smartphone charger and the Sensing array of safety and driver assistance systems.
For all the accomplishments up front, the interior’s biggest letdown not only involves the third row, but a chronic lack of rear passenger room in the second, mostly as a result of the dual-pane panoramic sunroof.
While we approve of the rest of the cabin, the third row seating was a let-down. The inherent belief of the last row of a seven-seater suited to small children hit a snag when putting it to the test. While suited to toddlers, a basic test using a 13-year-old saw resounding thumbs down. What’s more, getting into the third presents another challenge as the second row only slides forwards instead of tumbling.
Niftier though is Honda’ handling of the boot in the fitting of a removable shelf stored either at the base of the floor, or prompted-up to create a flat surface.
With all seven-seats in use, this results in a dual loading area with the final capacity being 150 litres. In five-seat guise, space increases to 840 litres.
On the move, the sluggishness experienced in the previous generation CR-V has been negated, most likely due to drive now going to the front wheels only, but only slightly as a result of Honda having stuck with the existing powertrain.
Producing 140kW/240Nm, the 1.5-litre turbocharged petrol engine’s response is more linear than instant, with the expected surge only arriving in small dollops.
Although not underpowered, the engine still feels on the breathless side at times – not only due to the 1 747kg kerb mass, but due to the irksome CVT.
Once on the move, the CR-V is quiet and the ride soft. We achieved fuel consumption of 10l/100km over 546km, exactly 1l/100km more than Honda’s claim.
As much as the skyrocketing prices of new cars are unavoidable, the reasoning behind Honda’s logic simply doesn’t make sense as part from its traditional rivals, the CR-V finds itself in the company of step-up offerings such as the Volvo XC60, BMW X1, Lexus NX and even “purpose-built” seven-seaters in the form of the Kia Sorento and Hyundai Santa Fe.
While likely to please staunch Honda die-hards, ultimately, the CR-V will remain a minor player unless realignment takes place or more accessible derivatives added prioritising value over luxury.