Honda’s evolutionary redesign of the CR-V retains this popular compact SUV’s focus on functionality. We like that the ride comfort has improved, the controls are easier to use, and that it’s gained slightly more cargo space, but we’re disappointed that fuel economy and acceleration have gotten worse, in part because the CR-V is now larger and heavier. Still, the good outweighs the not-as-good, and the new CR-V’s well-rounded abilities help vault it nearly to the top of CR’s compact SUV ratings.
The CR-V’s standard 190-horsepower, 1.5-liter turbocharged four-cylinder engine delivers unobtrusive propulsion when cruising around town, and the continuously variable transmission (CVT) does a nice job keeping the engine revs low in those situations. However, if you need extra acceleration for climbing a hill or merging onto the highway, it can feel a bit underpowered; worse, the CVT tends to allow the revs to soar quite high when the SUV is pushed, and the engine takes on a gritty character above 4,500 rpm.
The CR-V’s 0 to 60 mph time of 8.8 seconds is about a half-second slower than the last model, but it’s still about average for the segment. At 26 mpg overall for the all-wheel-drive model we tested, fuel economy has regressed as well, and is no longer a standout among compact SUVs. The hybrid version, which we also tested, returned 35 mpg overall.
The ride errs on the firm side, but the taut suspension keeps things composed and steady when the road gets rough, effectively isolating most bumps from the cabin. In this way, the CR-V is markedly improved over the previous model, although it’s still not quite as comfortable as the Subaru Forester. Responsive steering and well-controlled body roll make the CR-V feel capable and secure through curves, but it doesn’t have the sporty feel of a Ford Escape or Mazda CX-5. Still, it managed a 2-mph improvement through our accident-avoidance test compared with the outgoing version—a significant achievement.
Our drivers appreciated the CR-V’s upright and slightly elevated seating position. There’s tons of headroom, hardly any right-knee intrusion from the center console, and a good view of the gauges. The SUV’s boxy shape, large windows, and narrow roof pillars make for airy outward views. The driver’s seat has ample contouring to help hold you in place through turns, good support, and adequate adjustments—some found the seat too narrow, though. All agreed that the rear seat is roomy and comfortable, with good knee room, decent foot space under the front seats, and adequate under-leg support. We like how much the seatback can recline to aid comfort on longer trips, but the lever to do so is placed awkwardly on top of the seatback, making it difficult to reach while sitting. As with up front, the door armrests are thin on padding.
Honeycomb-pattern dash vents spruce up what is otherwise a rather plain interior, though overall the cabin feels sturdy and well made. We love the way the climate-control knobs make a solid “click-click” sound when you turn them. The biggest letdown is the plain plastic steering wheel that comes on our tested EX trim—if you want a leather-wrap, you need to step up to the EX-L, or any of the hybrid versions. Controls—including the small-for-the-times seven-inch infotainment screen—are easy to use, thanks to physical buttons and knobs.
Automatic emergency braking with pedestrian detection, automatic emergency braking that operates at highway speeds, lane centering assistance, lane departure warning, lane keeping assistance, adaptive cruise control, and automatic high beams all come standard. Disappointingly, blind spot warning and rear cross traffic warning aren’t available on the base LX, but are standard on the EX and EX-L. Reverse automatic emergency braking is also optional.