Honda marketing messages will pit the CR-V against Toyota's spectacularly
successful Rav4, a strategy that's both logical and shrewd.
It's logical, because the CR-V is similar in concept and execution.
Unlike most sport-utilities, it's based on passenger car components, specifically
the subcompact front-drive Civic line. Toyota used the same approach with
the Rav4, which is an amalgam of pieces from the Camry, Corolla and Celica.
It's shrewd, because the CR-V is considerably bigger and roomier than
the Rav4. In fact, its dimensions are close to those of the four-door Jeep
Cherokee, and it packs about the same cargo capacity.
Although it has the familiar Honda grillework, and a fairly steep rake
to its windshield, the CR-V's exterior design is otherwise classic sport-ute,
which is to say boxy.
There are two very good reasons for this. First, that's the way we keep
telling the manufacturers we like 'em. Second, it maximizes interior volume.
Like the Rav4, the CR-V carries its spare tire on an external rack mounted
on the tailgate. Unlike the Rav4, and a lot of other external mounts, the
CR-V's spare is low enough so that it doesn't interfere with vision to
the rear.
The tailgate is a two-piece affair. The glass upper portion lifts up,
while the lower portion swings open like a door.
Both functions are operated by the key, and it's not the handiest arrangement
if you're juggling an armful of something or other. The operator must first
unlock the window portion, flip it up, and then swing the door open.
Toyota's one-piece rear door is easier to use.
The CR-V's engine is a 2.0-liter twin cam 16-valve aluminum four-cylinder
hybrid from the Civic inventory, rated at 126 horsepower and 133 pound-feet
of torque. That's a little more power than the Rav4's 2.0-liter four, but
the CR-V is a little heavier, so power-to-weight ratios are similar.
During its first year in the U.S. market, the CR-V will be offered in
one trim level, well equipped, with a four-speed automatic transmission
and full-time all-wheel drive as standard equipment.
Like many all-wheel drive setups, the CR-V's Real-Time system operates
primarily on the drive wheels, which are, in this case, up front. When
the system sensors detect traction loss on the drive wheels, it feeds torque,
via hydraulic pumps, to the rear wheels until proper grip is restored.
There's no locking feature for the center differential, no low-range
four-wheel drive feature and no limited-slip option for the rear differential,
which limits the CR-V's effectiveness in stuff like deep, loose sand (beware
on the beach).
Suspension, Honda's effective four-wheel double wishbone system, is
independent at all four corners, and the rack-and-pinion power steering
features variable assist--high boost for easy steering at parking lot speeds,
low boost for good feedback at highway speeds.
The only options are aluminum alloy wheels and antilock brakes, which
are offered as a $1000 package.
With this package, and Honda's $395 destination and delivery charge,
our CR-V tester stickered out at $20,695.
Like all Hondas, the CR-V's interior is subdued, comfortable, thoughtfully
designed and nicely finished.
The front bucket seats are well contoured and spacious, and the split-folding
rear seatbacks can be reclined, a rare feature in any vehicle.
The instrument panel is straightforward and logical, with secondary
controls that are, in general, instantly recognizable, particularly to
anyone who's ever driven a Honda.
We have a couple of asterisks to the foregoing. The power window switches,
for example, are located on the dashboard, to the left of the steering
wheel, and they're a trifle awkward to get at when the vehicle is moving.
And the column-mounted shifter felt out of place in something that calls
itself a sport-utility.
On the other hand, putting the shift lever on the steering column allowed
Honda to create a minivan-style pass-through between the front seats, a
minivan feature that plays very well here.
We also liked the removable tray, with integrated cupholders, that flips
up between the front seats. Two more cupholders slide out below the climate
controls, and the interior has an abundance of storage pockets and bins,
another typical Honda touch.
For all its engaging detail touches, though, the most endearing trait
of this interior is roominess. Lots of front legroom, which is common enough,
and abundant adult-size rear legroom, which isn't.
Headroom is also plentiful, fore and aft, and there's a sizeable cargo
space behind the rear seats. The rear seatbacks flip and fold individually
to expand cargo capacity.
And how's this for neat: the CR-V includes a picnic table that stows
in the rear floor. Pop it out, flip down the legs and it's party time.
Besides all-wheel drive, the CR-V's standard equipment list includes
air conditioning, an AM/FM/cassette sound system, cruise control, map lights,
a rear window washer-wiper, and power windows, mirrors and locks.
Most of these items are extras on the Rav4, and a similarly equipped
Rav4 would cost about $1000 more.
At 103.2 inches, the CR-V's wheelbase is long for its overall size--a
little longer than the Cherokee, 8.3 inches longer than the four-door Rav4.
That's typical of current Honda designs, and it's one of the reasons for
Honda's success with ride quality.
Good ride quality is a CR-V strong suit. It's supple enough to absorb
the nasty little irregularities of warty pavement without excessive compromise
in handling response.
The CR-V isn't quite as quick on its feet as the Rav4, but it's thoroughly
competent, and its steering is precise, with excellent feedback.
Overall, the CR-V feels like a compact station wagon--which is essentially
what it is. There's nothing remotely truckish about its behavior.
Low-end torque, the engine commodity that gets you up and running when
the light turns green, isn't particularly abundant in the CR-V. The torque
peak is 4300 rpm, and standing start getaway is a tad sluggish.
Once it builds up a head of steam, though, the CR-V is significantly
quicker to 60 mph than a Rav4 automatic, and the engine is reasonably quiet
at most operating speeds.
However, the Rav4's standard transmission is a five-speed manual, and
a Rav4 with a manual transmission provides livelier performance.