Road Tests

Through 3 generations, and with over 2 million sold here, the Honda CR-V has reigned as America’s top compact crossover for most of its 15 years on and off our state-side roads. So as you might expect, our expectations for the all new 4^th generation CR-V are very high. So, come along as we find out if our confidence in the new CR-V is on target.

In typical Honda fashion, the 2012 Honda CR-V is more of an evolution than a revolution. That’s easy to understand, as it’s hard to mess with a winning formula that so far, rivals have not been able to crack. But, even for the CR-V, it takes constant tinkering to stay on top.

For 2012, the exterior has taken a fresher turn; it’s now far more engaging, yet still neither aggressive or controversial. And, Honda resisted the trend towards bigger cute utes, as the new body panels actually fit tighter around barely-altered dimensions. The wheelbase is carryover at 103.1-inches, but overall length is actually shorter than last year at 178.3-inches. The CR-V also sits almost an inch lower for improved aerodynamics and handling. 

The front end has a bit of a squashed look as the pseudo-rugged lower black fascia pushes up towards the new 3-bar grille. Large multi-reflector headlights are set behind big clear lenses that wrap way back into the fenders. Fog lights come on all but the base LX model. Down the side, there’s more sculpting to the body panels. And, the side mirrors add a Ford-style extended view beveled edge for a wider rear view as no electronic blind spot monitoring is available. Silver roof rails are optional on all models, standard on the EX-L. 

In the rear, the traditional high mounted vertical tail lights remain; only they’re much larger and wrap into the fenders in sort of a hockey stick style, and visibility has been improved all around. Standard wheels are steel 16-inchers, while EX and above come with 17-inch alloys.

Despite that slightly smaller exterior, interior room is actually up. The CR-V offers true room for 5, with very comfortable seats up front; and a flat floor and wide bench providing every day space for 3 in the back. Gone is the open floor plan up front.  Instead there’s a substantial center console with a huge storage bin.

Seat-up cargo volume grows from last year to 37.2 cubic-feet, and the already low load floor has been dropped another 3½ inches. Our EX-L tester came very well equipped with heated leather seating, touch screen navigation and 3-mode back-up camera. Bluetooth for phone is a CR-V standard.

Borrowed from the Civic is the new iMID information screen. An SMS text messaging function can “read” incoming texts to you, and let you respond with one of 6 prepared responses by touch screen, or voice command. It works with Droid X, Blackberry, and others but not yet the iPhone 4.

Keeping your focus on the road and not texting will reveal that the driving experience of the CR-V hasn’t changed all that much. A stiffer chassis and a lower ride height contribute to an even more solid ride, and surer cornering, but this CR-V is still more comfortable than sporting.

The engine is a slightly revised 2.4-liter I4. Reduced internal friction and intake improvements add 5 horsepower over last year for 185. Torque is also up slightly to 163 lb-ft. The only available transmission remains a 5-speed automatic, but gearing has been revised with an eye towards fuel economy. An ECON mode is also new.

Government Fuel Economy Ratings with all-wheel-drive are 22-City and 30-Highway. Front-wheel-drive CR-V’s do one better at 23-City and 31-highway. Both are class best. The All Wheel Drive’s Energy Impact Score is a modest 13.7-barrels of oil consumed per year, with a Carbon Footprint of 7.5 annual tons of CO2 emitted. 

The CR-V also adds a new electronic all-wheel drive system. Even on dry pavement, some torque is diverted to the rear wheels when starting off. Last year’s purely hydraulic system required front-wheel slippage for engagement. The new Real Time AWD also interacts with stability control and the new Hill Start Assist for surer footing on inclines. As before, a multi-plate transfer clutch is used. AWD ground clearance is unchanged at 6.7 inches.

When announced, we expect prices for the 2012 Honda CR-V to be little changed from this year, starting just under $23,000. So, does the new CR-V have what it takes to stay on top? For now, we’d say yes. But, Honda had better keep an eye on some of their more dynamic rivals that are coming up fast. Still, we think CR-V fans will be very pleased with the 2012 edition. It’s more of what they bought their CR-V for in the first place. And, that’s all good.