The Alliston, Ontario-made Honda CR-V is a top three seller here in Canada and has been the best-selling SUV in the U.S. for
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| Photo: Karen Tuggay, Canadian Auto Press |
the better part of a decade, where it’s also produced in East Liberty, Ohio. Why so popular? It’s just plain good.
It’s been good since it debuted as one of the first compact car-based crossovers in 1995, and has become much more capable and incomparably more refined with each redesign. Now, three years into its fourth generation, Honda has so extensively revamped the new 2015 model that it’s difficult to refer to it merely as a mid-cycle update, reason enough for Honda’s Senior Product Planner, Peter Johnson to claim it as “the most extensive mid-cycle update they’ve ever done.” It includes bolder more rugged new styling, upgraded features with some truly impressive
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| Photo: Karen Tuggay, Canadian Auto Press |
new technology, and a reworked 2.4-litre four-cylinder engine, now with direct-injection and a higher compression ratio for four-percent greater efficiency, plus a new continuously variable automatic transmission (CVT) replacing the old five-speed autobox, making for a drivetrain combination that not only delivers better fuel economy but also ups performance. What’s not to like?
All in all the new 2015 CR-V’s styling hasn’t changed that much, but the stronger more purposeful looking grille, much more upscale headlight clusters with integrated LED daytime running lights, revised bumper integrating more attractive chrome-enhanced
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| Photo: Karen Tuggay, Canadian Auto Press |
rectangular fog lamps, and grey metallic-surfaced lower fascia insert make a considerable difference to the updated model’s front end design, whereas the reworked taillight lenses, more sculpted chrome-clad trim garnish, redesigned bumper with added rear fog lights, and new aluminum-look diffuser insert add strength to the rear end design, all complemented by a new set of larger (and great looking) 18-inch machine-finished alloy rims with black painted inserts encircled by 225/60R18 Dunlop AT20 Grandtrek rubber on my top-line AWD Touring model. The look is immediately more appealing, completely refreshing a CUV that was already looking pretty good in its previous iteration.
If that doesn’t make you sit up and take notice, what Honda did to the new CR-V’s interior should. Compared to the same white on black CR-V Touring model I covered
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| Photo: Karen Tuggay, Canadian Auto Press |
last year, the new one has gone from slightly stale to fresh and modern, with small details such as a new red ignition button just to the left of the centre stack, part of a convenient proximity sensing key system available with Touring trim; a nice rubberized padded dash-face spanning from the left of the primary instrument cluster, past the centre stack to where the passenger door meets up with the dash (although still no soft-touch surfacing on the dash top or door uppers); a thin chrome strip brightening up the lower edge of the upgraded and really nice looking faux woodgrain trim; an entire set of new secondary buttons under the right steering wheel stalk for additional cruise controls (more on why that’s needed in a moment); a completely new touchscreen infotainment display unit that replaces all of the traditional button and rotating knob switchgear that previously ran down each side of the old one with a single row of seven integrated buttons that include power, menu, back (return), screen brightness and eject functions,
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| Photo: Karen Tuggay, Canadian Auto Press |
the rest of the system’s access done via the touchscreen; a new matte black plastic shifter faceplate surrounded by the same attractive aluminum-look accenting as on the door armrests; a reworked lower console with modified seat heater buttons and 12-volt adapter placement (not better, just different); cupholders situated in a line down the right side of the lower console instead of side by side; a handy dish and tray just to the left of the cupholders; and the roll-top sliding covered bin and individual fold-down centre armrests from last year’s CR-V are replaced by a larger single centre armrest that opens up to a big centre storage bin; and last but hardly least, EX-L models and above get leather upholstery that’s lost its old-school crumpled tufting on the inserts for a cleaner, chicer
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| Photo: Karen Tuggay, Canadian Auto Press |
more European straight-stitched smooth albeit perforated leather surfacing with de rigueur contrast stitching.
Except for the new leather upholstery application the rear seating area remains unchanged, a good thing as the second row remains roomy and comfortable while offering the best folding mechanism in the industry, requiring a single tug from the side of the seat or cargo area handle to automatically flip down the headrests and fold completely flat in one swift movement (believe me, the way it works is so impressive you’ll want to show your friends). The CR-V’s cargo capacity will also impress, with a minimum of 1,054 litres behind the rear seatbacks and maximum of 2,007 litres available when the 60/40-split seatbacks are folded flat.
A few quick glances around the cabin bring to light additional improvements within
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| Photo: Karen Tuggay, Canadian Auto Press |
the Touring model, such as a cluster of two-way memory seat buttons just ahead of the driver’s side door handle, a totally packed grouping of additional buttons just to the lower left of the steering column that now houses switchgear for the new powered tailgate, heated windshield, new lane departure warning system and Collision Mitigation Braking (accident avoidance) system. And remember that new set of cruise control buttons under the right-side steering wheel spoke? They’re needed because Honda has upgraded the Touring edition’s cruise control to a new adaptive system with lane guidance (dubbed Lane Keeping Assist) that allows you to preset a comfortable customized distance and let the automated throttle, brakes and steering do the rest.
This said the latter is only there in case you’re momentarily distracted, because if you try to let the CR-V steer itself a warning will pop up on the display telling you to
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| Photo: Karen Tuggay, Canadian Auto Press |
put your hands back on the wheel, and if you don’t do as you’re told it will simply drive off the road. This result is not specific to the CR-V, mind you, but this is the way these systems work in order to make sure our vehicles aren’t able to autonomously drive themselves, something our governmental regulators won’t allow just yet, making me wonder what use such systems are. After all, if you need a car to drive on your behalf there’s likely something wrong. Maybe you’ve had a heart attack or passed out, so instead of safely keeping you within your designated lane and slowly bringing the vehicle to a stop with the hazards on, simply driving off the road when it could otherwise save all occupants aboard and surrounding vehicles from a potential accident isn’t good enough. I think our regulators and automakers might want to find a better stopgap solution until autonomous cars are made legal.
Those
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| Photo: Karen Tuggay, Canadian Auto Press |
redesigned leather seats remain extremely comfortable and offer decent lateral support, while the shoulder belts can still be raised or lowered to reduce/eliminate neck chafing. As mentioned, rear seat room is excellent with ample room for three thinner people, but it doesn’t matter how tall they are. Two would ideally be more comfortable as there continues to be a nice thick fold-down armrest at centre, which incidentally houses twin cupholders.
As mentioned the new touchscreen infotainment system is sleek looking, sitting flush within the dash, but its perfectly rectangular double-DIN design almost makes it look like an aftermarket add-on. It includes tiny buttons to the left, another aftermarket design cue, which took a little bit of getting used to. I’m not a
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| Photo: Karen Tuggay, Canadian Auto Press |
large person at all and have particularly small hands, but I still found the system’s buttons so small that I actually used the steering wheel switches more often than not, which isn’t normal for me. I don’t know if this is a good thing or bad (as it’s claimed to be safer to use the buttons on the steering wheel), but either way I learned to use the system quickly due to its intuitive processes, and it never gave me a single problem. It features a useful home button at top that helps you through its various functions, which on my Touring tester including navigation, plus the usual phone, info and audio settings, as well as HondaLink connect (more on that in a moment).
As
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| Photo: Karen Tuggay, Canadian Auto Press |
most new car buyers know, opting for a navigation system can be a pricy decision either requiring the purchase of an expensive package or standalone add-on, or the need to upgrade to a top-line model. The CR-V, for instance, forces its buyer to purchase this Touring edition in order to access integrated GPS. Fortunately for those who want a navigation system but don’t want to spend more for leather, dual-zone automatic climate control or some of the other niceties that bring the CR-V into near-premium territory, the brand has taken their HondaLink system, available with the just-above-base SE and just-below-top-line EX, and expanded
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| Photo: Karen Tuggay, Canadian Auto Press |
it to include the ability to project your smartphone navigation system on the main screen via an app downloadable from iTunes or the Google Play store. This isn’t a new idea, GM offering a similar setup in some of its models, but the ability to get it in a Honda is new and very welcome. HondaLink also offers the Aha music app and a number of others popular apps.
Along with HondaLink, the new CR-V boasts some much-needed high-tech driver’s aids the brand dubs Honda Sensing. I already mentioned the adaptive cruise control and Lane Keeping Assist, and made quick mention of the Forward Collision Mitigation system, which hits the brakes on your behalf if an accident “looks” imminent. These are all good and well as is Honda’s very handy multi-angle rearview camera with dynamic guidelines, but my favourite Honda (and Acura) feature
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| Photo: Karen Tuggay, Canadian Auto Press |
continues to be the automaker’s LaneWatch system first seen on the Accord, which positions a rear-facing camera on the bottom of the passenger-side mirror housing and, when the turn signal is flicked upward to warn of an upcoming right turn, shows bright and clear video of the entire right side of the car, otherwise known as the blind spot, effectively expanding a driver’s field of vision from a typical mirror’s 20 degrees to a potentially life-saving 80 degrees.
I should probably take a moment to point out some standard Touring features not already mentioned, some of which are pulled up from lesser trims, which include automatic on/off projector-beam halogen headlights, an auto-dimming rearview mirror, rain-sensing wipers, heated and powered side mirrors with an expanded-view driver’s mirror, a leather-wrapped tilt and telescopic multifunction steering
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| Photo: Karen Tuggay, Canadian Auto Press |
wheel, air-filtration, a 10-way powered driver’s seat with powered lumbar support, heated front seats, a 328-watt AM/FM/CD/MP3/WMA audio system with Bluetooth streaming audio, satellite radio and seven speakers including a subwoofer, Bluetooth wireless phone connectivity, a one-touch tilt and slide powered glass sunroof, rear privacy-tinted glass, chrome door handles, roof rails, and so much more.
The CR-V’s standard safety kit includes the usual assortment of airbags, plus hill start assist, tire pressure monitoring, ABS-enhanced four-wheel disc brakes with electronic brake-force distribution and emergency brake assist, vehicle stability assist with traction control, the HondaLink Assist automatic emergency response system, Honda’s next generation Advanced Compatibility Engineering (ACE) II crash resistant body structure, and more.
All
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| Photo: Karen Tuggay, Canadian Auto Press |
of this is good kit, but most people will be effected by the changes made under the CR-V’s hood even more, being that these don’t just improve the life of those buying into the priciest Touring trim that comes loaded with many of these upscale electronics, but all of the compact crossover’s trim levels from the base LX, through its mid-grade SE, EX and EX-L models, right on up to that coveted Touring trimmed version I was fortunate enough to enjoy utilize the same advanced powertrain. Despite a new direct injection system and higher 11.1:1 compression, the 2.4-litre mill still manages a decent 185 horsepower, but more importantly (especially when loaded with family and cargo) is an 18 lb-ft bump in torque, now rated at a much more robust 181 lb-ft resulting in much better get-up-and-go when charging away from a stoplight and a bit more grunt when passing on the highway (although the latter is mostly horsepower induced). Even more critical, this “Earth Dreams” power unit, which incorporates new offset-cylinder
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| Photo: Karen Tuggay, Canadian Auto Press |
technology, helps the new CR-V to achieve 16-percent better fuel economy overall, causing Honda to claim it as the most efficient model in its class.
As mentioned its new CVT is a big part of its improved efficiency numbers. It allows for a 33-percent wider gear ratio spread, which (CVT detractors take notice) not only gives the little ute more zip off the line, but also allows the engine to rev lower at highway speeds, thus using less fuel. Honda claims 9.1 L/100km city, 7.2 highway and 8.3 combined ratings for the all-wheel drive Touring model I tested (and 8.6 city, 6.9 highway, and 7.8 combined for the sole front-wheel drive base LX model), which is impressive considering the new model (like all 2015s) is subjected to Transport Canada’s updated five-cycle testing process.
What I like most about the new CVT is how it drives, or maybe more so how it sounds
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| Photo: Karen Tuggay, Canadian Auto Press |
while driving. Unlike so many other CVTs that, during quick acceleration cause the engine to rev up to an annoyingly high range and then leave it there until the desired speed is attained, at which point they drone on and on incessantly, the CR-V’s new CVT feels and sounds more like a conventional automatic than any other continuously variable transmission I’ve ever tested. Truly, in the lower revs you’d never know it was a CVT at all.
Honda didn’t need to massage the CR-V’s suspension much in the new model, as the outgoing CUV delivered that magical combination of comfort and sport so many brands seem to miss. My Touring model’s compliant fully independent suspension soaked up bumps and potholes extremely well despite the larger 18-inch wheel and tire package, and was especially good at managing big speed bumps
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| Photo: Karen Tuggay, Canadian Auto Press |
even when driving over them quickly. My CR-V AWD Touring tester also delivered decent responsiveness through the corners at higher speeds and nice easy handling around town, with a reasonably good turning circle that came in handy in tight parking lots.
Together with its best-in-class rear seat folding system and all of the other impressive new and carryover features mentioned, plus of course all of the usual standard ingredients that make our new age of compact crossovers so livable, the new 2015 Honda CR-V is about as good as crossovers in this segment get. Like I often have before, I once again can’t help but recommend the CR-V to anyone looking for a compact crossover. The 2015 CR-V is better than its predecessors in every way, and at a base price of $25,990 plus $1,820 for freight and pre-delivery prep, and (even more impressive) a fully loaded price of $35,790 for the top-tier Touring that I tested (which is somewhat less expensive than a number of rival models with less impressive equipment), it’s a bargain to boot.
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