2007 Honda CR-V Review

Specifications

Honda didn’t hold back when redesigning the new CR-V. It’s come a longway from the sporty, albeit boxy little SUV that was full of spunk last year. Big changes for 2007 see a new level of refinement, plus a unique style that’s sure to turn heads. The front fascia has so many seams, lines, vents and curves it could put a Lamborghini Gallardo to shame. The designers must have had full creative freedom when it came the little SUV’s front end, although management must have taken over when it came time to design the sides and rear as they’re clean cut, smooth and as a result lack character; at least when compared with the over-the-top frontal view. It’s as though Honda had an Italian in charge of front fascia design, and left everything else to the Germans. A clean, chrome trimmed, oval shaped window line now stretches the length of the vehicle rather than the boxy windows from a year ago. Very Mercedes-like. Gone are the homogenous Japanese styling cues that Honda has long been known for in its mainstream products.

Yes the new CR-V is much sleeker and classier than theold one, although I’m not sure if I entirely like the new look. As an entry-level SUV that used to be marketed for light-duty adventure, the racier lines don’t really fit the classic CR-V’s image. It hardly resembles the older, more rugged, and in my mind sportier looking model it replaces at all. In fact, it would probably fit into the Acura lineup more easily than Honda. The new CR-V does carry over the roof to bumper stretched taillights, however, a styling characteristic I liked about the outgoing vehicle. Another feature carried over from the older model is the molded plastic that wraps around the lower portions to protect against off-road scrapes, etc, something that hints about the adventurous side of its personality. However, I felt guilty taking it off-road as it looks as though it doesn’t belong out in the wild. Personally I would like the CR-V offer a more adventurous look, but then again I may be in the minority on this issue.

While I gripe about the general design, I could live with it. One thingthat left a bad taste in my mouth, however, were the wheels mounted on the LX model I was testing. Massive 17-inch steel 5-spokes shaped and colored to look like aluminum. I haven’t seen a set of wheels this hideous since the teddy bear and flower mags that showed up under white and pink Suzuki Samurais of the ’80s. Fortunately the 17-inch aluminum wheels available on higher priced models are much more flattering. I would suggest a set of after market aluminum rims with the steel beauties left for snow duty.

Inside, the theme from the front end seems to be spreadout in a more orderly fashion. Very cool looking graphics are used in the gauge cluster. The shifter is located on the lower dash as is the case with so many Honda models, something I like very much as the shifter is nice and close to the steering wheel. My test vehicle was an automatic, however, so the constant need to reach for the shifter wasn’t necessary. The steering wheel was comfortable and allowed for several different driving styles, mind you, while the seats hugged my body much better than most sports cars I’ve driven.

Seating positions are good no matter where you end upsitting in the CR-V. Rear passengers even get the added bonus of seats that can slide back and forward according to the layout of passengers and luggage. The rear seats also have the ability to lean back, so if that road trip never seems to end, sleeping in the back will be a little less uncomfortable. Like the Honda Fit, the CR-V’s rear seats also have a multitude of folding options to create a cargo compartment tailored for whatever need may arise. Seatbacks can be folded down, and then the rear attachment points can be released allowing for the entire seat to be folded forward against the front seats, allowing for maximum storage space. All adjustments are easily accomplished with one hand and in a single movement.

For a vehicle that cost’s more than $20,000 I would have liked to have seen an adjustable intermediate windshield wiper setting. I constantly found myself fiddling with the wiper levers in light rain, and when stopped at traffic lights. Also, if the LX model is going to include the luxury of heated mirrors, why not throw in heated seats as well.

Oddly, the CR-V is more likely to leave the safety of tarmac than most other SUVs, other than Jeeps and Land Rovers that is. To deal with this issue Honda has had the very difficult challenge of making the vehicle work well on both surfaces. Sure it’s not going to be pushing down trees as it creates its own road through the forest, but gravel roads to the lake, mountain roads to the ski hill and makeshift parking spots when a good mountain bike trail is found require that the CR-V has the ability to jump into the bumpies every now and then. Fortunately it lives up to this need, despite its refined styling.

On the grip side of the equation, all CR-V models, except the base LX, come equipped with Real-Time 4WD. I was glad such was fitted to my tester, especially considering the snow we’ve had on the west coast lately. The system is primarily front-wheel drive for fuel efficiency purposes, until the front wheels loose traction. Once this happens the rear wheels are engaged for added grip on slippery, loose or rough terrain. However, the differentials don’t seem to like undulations in the terrain, as the rear end would growl in disgust when traveling over large rocks or trenches.

In reality though, 99 percent of the CR-V’s time will be spent on paved streets, running in traffic. Therefore, I must admit to being a bit disappointed with the ride quality on the road. After all, this is a uni-bodied SUV, not a ladder-frame design. The CR-V has a top heavy feel to it, and is a little sloppy in the corners. This is mostly due to the vehicle’s height. While the ground clearance is only 7.3 inches, the body is very tall and I noticed that the bottom of the windows were about chest level to me while standing next to it. The tire sidewalls also had a lot of flexibility, which helps in off-road applications but contributed to the majority of its sloppiness. This is the problem automakers have when building an SUV of this nature. Sacrifices will have to be made in both areas, but I think Honda has done a decent job trying to create a happy medium between tarmac stability that gravel traction.

A 2.4 liter, four cylinder VTEC engine takes care of things at the business end of the CR-V. Like every other Honda engine out there, it’s a bulletproof design but has very little low-end torque, although excellent high-end horsepower. It’s an engine that I had to give a good beating to in order to get the CR-V going, and it makes a lot of noise. However, it gets the job done and moves the CR-V along at a good clip when underway, although the added weight and driveline friction of the all-wheel drive system, plus the general weight that goes along with its SUV proportions mean that a heap of fuel needs to be injected through the engine to make all this forward thrust happen… that is, a heap of fuel unless you’re downsizing from a Chevy Suburban or the like. Those who are going to buy an SUV should already know that they munch down fuel like a Labrador Retriever let loose at an all-you-can-eat buffet, although vehicles like the CR-V, in the compact to midsize segment, are at least thriftier than full-size, truck-derived sport utilities. The smallish 2.4 works well to keep mileage to a humane level, although I found myself dipping into VTEC a lot in order to optimize performance, and paid the price at the pump.

So while the CR-V is probably a good candidate for Honda’s hybrid drivetrain, the new SUV is pretty impressive as it is. More refined, more accommodating and arguably more stylish, opting for design distinction over homogenous mass appeal, the redesigned CR-V will be exactly what many compact crossover fans are looking for, and should help Honda remain as one of the top sellers in this class.