Honda CR-V
We try more upmarket new SUV on British roads
THE Honda CR-V is still among the very best selling SUVS in America. And while its success in the UK isn’t quite as well documented, it remains a hugely popular model for the brand.
Now, though, Honda is taking the CR-V upmarket. The all-new version is not only posher, plusher and more expensive, but it’s also finally available with seven seats. Yet as top-spec models nudge almost £40,000, is a Land Rover Discovery Sport a better bet? We’ve tried the latest CR-V on UK roads to find out.
Take a seat in the front and it’s immediately clear that Honda has spent a lot of time improving perceived quality. Our top-spec EX test car came with a flocked leather dashboard and super-smooth wooden inserts. Only the cheaper plastics on the glovebox and door bins escape the overarching premium feel.
Every version features a part-digital instrument cluster, and all but the entrylevel ‘S’ model has a seven-inch central touchscreen. It’s improved somewhat over the set-up found in the Honda Civic, thanks in part to the inclusion of a rotary volume knob, but it’s still frustratingly complicated to operate at times.
Switching radio stations is a painful process, for example, while the dated Garmin nav looks decidedly rudimentary next to the clear and concise mapping in a Volkswagen Tiguan. Luckily, Apple Carplay and Android Auto (both now with Google Maps and Waze) are standard on SE cars and above.
Otherwise, the cabin is logically laid out and ergonomically friendly in its design. The large central armrest slides back and forth, and the climate controls are easy to operate. There’s loads of adjustment in the seat and steering wheel, although taller drivers may find they sit too high to read the movable head-up display on EX models.
The rear is spacious, with enough room for adults. There’s loads of head and kneeroom, and the nearly-flat floor means three can perch for longer periods. While it’s true the CR-V is available with seven seats, they’re only an option on SE and SR trims. Our range-topper swaps the extra chairs for a larger, 561-litre boot and spare wheel. The cargo area is a decent shape, with a low, wide opening. Handy levers lower the rear seats to reveal a flat 1,756-litre load bay.
On the road, the new CR-V is refined and comfortable. There’s no avoiding the fact that it prioritises a soft ride over any kind of handling finesse, but the car is totally unpretentious in its approach.
It rolls extensively in bends, but it eliminates all but the worst lumps and bumps around town, even on 19-inch wheels. It can bounce a little over larger undulations, especially on faster A-roads, so if you want a sharper SUV, the Disco Sport is a wiser choice.
Still, the Honda is an excellent motorway cruiser. The lofty driving position gives a great view ahead and around, and there’s very little in the way of engine or wind noise. You hear a bit of a rumble from the big wheels at speed, but it’s no dealbreaker. The engine is punchy enough, too. The downsized
“It’s immediately clear Honda has spent a lot of time improving perceived quality”
1.5-litre turbo petrol unit is the only option at launch, although it will be joined by a hybrid next year.
Our model’s £2,000 optional CVT box is well matched to the car’s relaxed nature, but it doesn’t like to be pushed. While you can mimic the stepped ratios of a conventional automatic transmission by using the steering wheel paddles, in all honesty they’re best left well alone; gentle throttle inputs suit the CR-V best.
Arguably, though, the Honda’s biggest failing is fuel economy. With no stop/start system fitted, our test car failed to return more than 32mpg over a mixed test route. Given Honda’s official figure of less than 40mpg, it’s unlikely to improve drastically over time, either.
The hybrid CR-V will offer better fuel economy, but for now, a comparable Skoda Kodiaq 1.4 TSI 4x4 DSG is cheaper to run. Diesel alternatives will better suit higher-mileage buyers, too.
“It rolls in bends, yet eliminates all but the worst lumps and bumps”