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I confess — every time I drive the Honda CR-V. I like it more. Debuting in model year 1997, it’s a very versatile and serviceable car-like vehicle. The CR-V and its archrival, the Toyota RAV4, are considered to have started the “crossover” revolution. While SUV’s used to be primarily body-on-frame, truck-based vehicles, today, there are more car-based crossovers with SUV-like features - the main attraction being all-wheel drive - than truck-based Sport Utes. And with gas looking at four bucks a gallon, fuel-efficient crossovers like the CR-V and RAV4 gain popularity every single day.
Updated for the 2007 model year, Honda didn’t follow in the tire tracks of the RAV4, which underwent a major redesign in 2006, making it sleeker and larger than its predecessor, and adding 7-passenger third-row seating. Selling around 2.5 million CR-Vs in 160 countries since it debuted, Honda subscribes to the old axiom, “If it ain’t broke, don’t fix it.”
Walkaround: The third-generation CR-V offers refined styling that makes it look more like a mini-Acura MDX than a Honda (Honda owns Acura). Following its proven success formula, Honda retained the CR-V’s 5-passenger seating and in spite of the new sheet metal, it’s almost the same physical size as its 2002-2006 predecessor.
Major changes included removing the heavy full-size spare tire from the rear swing-out cargo door - which was somewhat dangerous as it often forced you into the path of traffic to open it. A lightweight swing-up tailgate - with no spare - replaced the door. It features a robust inside pull-down handle, but the tailgate’s glass window doesn’t open. The missing spare is a mini hidden under the cargo floor.
Eliminating the outside spare reduced the CR-V’s overall length although the wheelbase remains nearly the same at 103.1 inches. Width is increased, which allows seats to be wider and more supportive. Larger 17-inch tires replaced the previous generation’s 16-inchers, providing better handling and braking.
Interior: There are three trim levels - the LX, EX and top-line EX-L. Standard on all models are A/C, power windows, locks and mirrors, a.m./FM/CD with MP3/WMA playback, tilt/telescopic wheel, and 60/40 split-folding and tumbling rear seats. There’s no power seats, automatic climate control, or automatic on-off headlights offered on any CR-V.
The interior is comfortable and relatively quiet except for some slight tire noise. There’s lots of storage, including dual glove boxes, bins, door pockets, and cubbyholes. Instrumentation is easily read. The controls are conveniently located, with large climate controls, but small radio ones. The relocated shifter is easier to use, and the old-fashioned hand brake has been updated. A new tire-pressure-monitoring system and “Maintenance Minder” tells you when to have standard service performed.
The EX features a power sunroof, rear privacy glass, a.m./FM 6-disc in-dash audio system with steering wheel-mounted controls, and alloy wheels. The dual-deck cargo shelf can hold up to 20 pounds and nearly doubles cargo floor space.
The EX-L adds leather upholstery, heated front seats and XM satellite radio, along with an optional navigation system and backup camera.
All have front-seat side airbags, side-curtain airbags with rollover deployment for outboard occupants and traction/anti-skid control. The anti-lock brakes have electronic brake distribution and brake assist for surer panic stops.
On a weekend ski trip to White Pass, the CR-V was able to accommodate all our gear with no problem after folding one side of the split rear seat down. The deep rear well had ample room for a cooler, boot bags, and much more.
Under The Hood: The only powerplant is a 2.4-liter, 166-horse, 4-cylinder. That’s 10 more horses than the 2006 model -with a broader torque curve for improved acceleration - and identical in size and horsepower to the RAV4. The CR-V comes with front-wheel drive or an all-wheel-drive system not meant for serious off-roading, but reassuring on wet, slippery roads.
Although the RAV4 offers an optional 3.5-liter 269-horse V6, Honda doesn’t offer one because it believes a V6 with more power would add too much weight, adversely impacting handling and fuel economy.
Behind The Wheel: No one does 4-bangers better than Honda, and the high-revving 4-cylinder, married to a 5-speed automatic, is a sophisticated and smooth combination. The previous manual gearbox is history due to low demand. The CR-V delivers spirited city performance but is only average on the highway because of the CR-V’s 3,532-pound curb weight.
I found steering to be responsive, with the redesigned all-independent suspension providing a pleasant ride and decent - but not particularly sporty - handling. However, some road surfaces make the ride become somewhat bumpy.
The brake pedal on my test CR-V was a little touchy, but normal driving stopping distances are short.
Fuel economy is estimated at 23/city and 30/highway with front-wheel drive, and 22 and 28 with all-wheel drive. Only regular grade fuel is required.
Whines: Honda builds great V6s and should at least offer an optional one in the CR-V. The cargo space is already large, but flipping the rear seats forward to enlarge it more requires seemingly unnecessary effort. Step-in height has been reduced 1.3 inches, so it requires extra effort to enter the vehicle, and a 6-foot adult seated behind a tall driver has little leg room - even with the driver’s seat only halfway back.
Bottom Line: With base prices ranging from $20,600 to $28,000, the new, redesigned CR-V will continue selling very well in the expanding crossover market. Everything is better than the previous generation, however, the lack of a V6 and third-row seat may cost it some sales as that market segment continually becomes more competitive.
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