2018 Honda CR-V Review | practical driving (2023)

In a word:The new Honda CR-V offers a spacious interior, good driving dynamics and a decent equipment list, but it is undermined by a lack of active safety across the range.

Honda CR-V 2018

pricede US$ 30.690 a US$ 44.290 + ORCguaranteefive years, unlimited kilometersSecurityNot testedMotor1.5 liter turbocharged four-cylinder petrolStrength140 kW and 5000 rpmTorque240Nm de 2000-5000rpmStreamingCVTLead2WD and AWD on demanddimensions4596 mm (largo); 1855 mm (ancho); 1679-1689 mm (Altura); 2660 mm (WB)Floor Authorization198-208 mmWeight1536-1642 (2WD); 1536-1630 kg (all-wheel drive)to throw away Space522L e 1084LReplacementfull size alloysed7.0-7.4L/100km claimed combined

THE ALL-NEW fifth-generation Honda CR-V arrives in Australia with a fresh, more dynamic look, higher ground clearance, more interior space, better visibility and an improved all-wheel drive system, as well as, for the first time, a seven places. Honda has high hopes for the new CR-V and made several claims at the local launch, including that the new CR-V is the most family-oriented SUV in the mid-segment and that no other vehicle can match the CR-V, in its segment, for the interior space.

Just two sentences and there's an incredible amount to unpack there... We already know that the CR-V is $30,690 to $44,290 + ORC and that while prices generally go up across the range, Honda has added more kit standard, adding somewhere between $2800 and $5850 in additional features over the predecessor car. The CR-V now also comes with Honda's recently announced five-year, unlimited mileage warranty.

The current generation (4th generation) CR-V is the best-selling SUV in the world and has been for the past few years. The CR-V is sold in around 130 countries with 170,000 CR-Vs finding homes in Australia since the first generation car went on sale here in 1997. This new one sits on an all-new platform that shares nothing with the Civic , can be had in 2WD or AWD version, but with just a choice of engine and transmission.

The CR-V's local launch took place on some delightful and demanding roads around Canberra, including some gravel sections, and Practical Motoring spent time on the full range of specs, including the seven-seater. Throughout this review the VTi-LX is showcased, our Facebook tour showcases the VTi.

How is the interior of the Honda CR-V?

From entry-level car to higher spec car, the new CR-V looks more premium than the car it replaces. Feel the dash and there's a lot more soft-touch plastic with harder, rougher stuff relegated to the outback and only on the entry-level VTi variant. A nice feature, although not quite as well integrated as on the Skoda Kodiaq, was a spongy pad in the transmission tunnel, right where your knee rests against it.

And since we're on the subject of clever niceties, the center console, thanks to the addition of an electric parking brake, has given way to a cavernous, adjustable storage space that, in its final configuration, will swallow a full-size laptop. That said, unlike the Land Rover Discovery with its cavernous, hidden storage space for multiple iPads, the CR-V's center console storage space is visible to anyone looking through the windows, but that's probably not the point.

Let's see the board itself. At first glance, it looks like all the controls are mounted very low on the center stack, but if you get behind the wheel, you'll notice that they're in the perfect position for a quick glance; in fact, Honda claims its 7.0-inch touchscreen unit can be viewed with a simple eye movement rather than turning your head, and they're right. The small stubby gearshift is below the dual-zone climate controls (which are standard across the range), below that is a 12V outlet and a small storage compartment, with two cupholders in the center console. There are two USB points (1.0A and 1.5A) an HDMI output and a 12V output. There are also two USB ports at the rear of the center console for rear seat passengers.

The infotainment screen isn't large at just 7.0 inches, but unlike the main competitor, the Mazda CX-5, it offers Apple CarPlay and Android Auto connectivity. We'll get a full impression once we've spent more time with the new CR-V.

In front of the driver, the multifunction steering wheel offers reach and tilt adjustment, but neither offer ample range of motion; Lucky then that the seat can be adjusted up and down and has a great deal of forward and backward travel. All variants feature keyless entry and start/stop button. The digital display, including the digital speedometer, is easy to see, regardless of steering wheel or seat position.

The front seats are roomy but provide enough support that even my, ahem, thin, well, thin but lean frame stays in place comfortably. In the back and with the front seats adjusted to my liking, there was plenty of leg and knee room and the backrests recline too. Head and shoulder room was also good and the large windows create an airy space that allows adults and children to fit in comfortably. There's only minimal intrusion into the transmission tunnel, so even if you pull the straw short and find yourself stuck sitting in the hanger-shaped middle seat, you'll still be reasonably comfortable.

The rear seats fold 60:40 and can be folded forward using levers in the trunk. They fold flat to create a completely flat floor and can be tilted forward to create even more space if needed. The trunk has lost some space to provide more legroom and knee room in the rear seat (also helped by the fact that the wheelbase is 40mm longer at 2,660mm), but at 522 liters it comes out on top. of the segment; It grows to 1084 liters with the rear seats folded down. Honda claims that trunk volume is only measured to the bottom of the rear window and that, in total volume, there is more trunk space than the predecessor car. The trunk in the seven-seat variant with all rows in use is 150 liters and 967 liters with the second and third rows folded down.

Underneath the boot floor is a full-size, full-range alloy, and although I didn't measure it, the load height is easily one of the best in the segment, with no load threshold to speak of, meaning you can lift and slide things in and out of the trunk. Only the entry-level VTi misses out on an electric tailgate with anti-pinch technology, which means that if you try to lower it while under it, it will bounce back with minimal pressure on your body and you can even get your fingers caught in the side of the port. back, or rather, you can't hold your fingers. I haven't tried this feature myself, but I saw one of Honda's product trainers try it and it worked.

During our day with the CR-V we also managed to spend a little time with the seven-seater variant and tested the third row which offers standard ventilation and a three-speed fan.

Now, even Honda's press kit suggests that the third row was designed primarily for teenagers rather than adults... and it's correct. I was squeezed into the third row with my head against the roof and my knees tucked under my chin, and that's with the second row seats pushed as far forward as possible (seven-seat variants feature a sliding second row). . Using the second line was tricky; The test and my wheels were hard against the support of the front seat... Of course, the front seat could have moved a little further to free up a little space for the wheels, but it would not be a comfortable way to travel for any length of time of time.

So if you need seven seats and you absolutely need the CR-V, be warned, the third row is not for adults. Sure, it's priced right at the top of the CR-V range and has a 30mm longer wheelbase, but the Skoda Kodiaq offers a much better seven-seater layout.

How is the Honda CR-V on the road?

There is only one engine available in the CR-V range and that is a 1.5-litre turbocharged four-cylinder petrol engine borrowed from the Civic. With an output of 140 kW at 5,600 rpm and 240 Nm of torque at 2,000 to 5,000 rpm, the CR-V is one of the toughest cars in the segment, nearly matching Mazda's four-cylinder, 2.5-liter engine in torque (251 Nm ). The CR-V is exclusively powered by a CVT, and while many people shudder at the thought of a CVT, I found it to be a perfect match for the engine, although this was certainly helped by the fact that all of the engine's torque 240 Nm is available between 2000 and 5000 rpm. And while that might sound like a curse with mild praise, I think it's one of the best CVTs on the market, if not the best right now.

The launch roads chosen by Honda were narrow and winding in one section and long stretches of highway in others. In all situations the CR-V felt more than urgent enough with good throttle response. That said, there were only two of us in the car with a travel bag each, so we'll reserve final judgment until we spend the week at the Practical Motoring entrance and load the family in it. Combined fuel consumption is 7.0-7.4 l/100 km depending on the variant, but we saw an 8.4 l/100 km meter on some sections of the route.

The CR-V has active noise cancellation as well as much more sound insulation than the old car, and while the engine and transmission were good, wind noise could be heard in the side mirrors, but not more so than in other . class and underbody insulation from gravel was much better than that of a Mazda CX-5.

However, depending on what kind of rubber the wheels were wrapped in, there was more or less road noise. My colleague and I tested cars with Michelin, Toyos and Dunlop tires and the Dunlops were the quietest.

While the suspension setup is the same across the range - MacPherson strut front and multi-link rear - shock absorber tuning is slightly different depending on the variant (read: weight) or perhaps not at all. While overall the new CR-V is a comfortable car with well-controlled bodywork even on uneven surfaces, there were some minor inconsistencies in the cars we drove, with the base VTi variant offering the best level of compliance and control. As with performance, we'll need more time with the CR-V's range to determine if it's just about the roads and the fact that we haven't driven all variants on the same stretches of road, or if it's about something else.

The steering lacked feel, but it made up for it with consistent weight and direct action that adapts to the nature of the subject. Yes, the new CR-V has a sportier feel than its predecessor, it's not a sports car, if you know what I mean, it's more of a family SUV that's not bad to drive.

The brake and throttle offer a nice progressive action that allows for easy modulation, whether you're inching along in stop-and-go traffic or cruising down a country road.

We weren't able to test an all-wheel drive variant on gravel, but the two-wheel drive felt secure with more than enough grip. The new CR-V's all-wheel drive system has been tweaked slightly - yes, it's still the same setup as it's an on-demand system that sends torque to the rear wheels when slip is detected (a hydraulic pump that controls a clutch multi-disc with driveshafts on the left and right rear wheels), but has been tweaked so that it now starts with four-wheel drive to prevent wheel spin, even on dry roads. Then, as speed increases, torque is gradually shifted from the rear axle until it returns to front-wheel drive.

What about the Honda CR-V's safety features?

ANCAP has yet to test the new Honda CR-V, but the predecessor car earned a five-star rating and this one likely will too. Where the CR-V is likely to be criticized, however, is that the Honda Sensing suite of active safety features such as Collision Mitigation Braking (AEB), Forward Collision Warning, Rail Change Warning and more are available. only on the VTi. -L and VTi-LX variants. It's not available as a package on other variants, though Honda has said it's working to make it a standard feature across the lineup; at the local launch, when asked Honda, said it wasn't possible to break out sections of the Honda Sensing such as AEB and just adapt them to other variants in the range.

The CR-V has a full suite of driver and passenger airbags (the new airbags and inflators are supplied by Daicel, not Takata), plus traction and stability controls, a multi-angle rearview camera, and front and rear parking sensors. from VTi -S up and LaneWatch, Trailer Stability Assist (when equipped with a Honda approved tow bar), Tire Pressure Monitoring, roof mounted ISOFIX and Top Tether anchor points, Driver Attention Monitor and Launch Assist on climbs.

So what do we think of the new Honda CR-V?

The new CR-V is a big step up from its predecessor. It's much better to drive across the range, there's more interior space than the old car making it one of the most spacious interiors in the segment and the specification level from the VTi-S and up is good, offering more kit in line with the range. key variant. rivals such as the Mazda CX-5. But the fact that the active safety package (Honda Sensing) is only available on high-spec variants and not even available as a package for other variants is a disappointment.