Compact crossovers are a little like toothbrushes. They perform a necessary function, but they’re rarely exciting. Everybody needs a toothbrush, though, and toothbrush manufacturers want to outsell their competitors, so we have wear-indicating bristles, flexible split heads, integrated tongue-and-cheek scrapers, and the like.Accordingly, much of Honda’s technical presentation on the new CR-V focused on the next-gen mini-ute’s new features, including standard stuff like two info screens, a rearview camera, Bluetooth, and a function that reads incoming text messages from paired phones—assuming said phone is from a short list of BlackBerrys or a Droid X, as those are the only devices with which the CR-V can currently communicate. Meanwhile, lesser points like the powertrain and the basic construction of the chassis were only mentioned in passing. Makes sense: Once Colgate nails down the perfect handle cross-section, head shape, and bristle feel, it’s probably going to keep making that same toothbrush. Honda was pretty happy with the outgoing CR-V—and its sales numbers indicated that buyers were, too—so the new CR-V is a lot like the old one.
Hello, Again. You Should Have Brought a Friend. Maybe a Turbo.
The spec-sheet familiarity begins with the only available engine. It’s the same dual-overhead-cam 2.4-liter inline-four, but it now boasts a 5.4-percent reduction in internal friction and a more efficient alternator. These slight changes increase output to 185 hp and 163 lb-ft, bumps of five and two. It’s worth noting that the power peak occurs at 7000 rpm, and the automatic transmission shifts about 300 or so rpm before that. Unless you’re going to lock your CR-V in first around town, don’t expect to feel those extra fillies. You won’t hear them quite as much as before, either, although Honda still has the most pleasing soundtrack in the tiny-truck business. It’s louder than we would expect most crossover buyers to want, but it obviously isn’t deterring many—the CR-V is the perennial bestseller in its segment.
Behind that only slightly updated engine is an only slightly updated transmission. Against a market that is swelling with six-speed automatics—not to mention the nine-speed ZF unit on its way for front-drive applications—Honda is sticking with the CR-V’s fiver. Lower-friction internals and lower-viscosity transmission fluid boost efficiency, and a wider ratio spread nudges the CR-V’s fuel-economy ratings up. Front-drivers see their mileage increase from 21/28 city/highway to 23/31; all-wheel-drive models go from 21/27 to 22/30.
The Snow Falls and Molasses Wins
The downside is that the CR-V remains among the slowest in its class. The Honda’s ratios make it feel even slower than its predecessor—in first gear, redline resides north of 40 mph; in second, it’s hiding in the 80-mph range—but when we got the new CR-V to the test track, it actually clicked off the 0-to-60 run in two fewer tenths, or 8.5 seconds. We’ve recently logged about half a dozen complaints about the ratio spread in Chrysler’s rear-drive five-speed—we would like Honda to note that this unit is imminently being replaced with an eight-cogger—because of its ludicrous gearing.
Although few people floor it off the line during their morning commute (more people should try it; they’d be amazed how much more time they have in a day if they don’t drive like they’re dead or waiting to be), there are real-world drawbacks to dog-slow crossovers. Run up on a surprisingly slow truck on the freeway, and you’d better have a long opening behind you in the left lane. When you pop out to pass and give the CR-V the boot, it’s going to need a lot of time to get up to speed. Accelerating from 50 to 70 mph takes 5.6 seconds, while the combined time for 30–50 and 50–70 runs is more than 10 seconds. Should you floor it at much more than 60 mph, the trans only drops into third, stranding you around 3500 rpm. At that speed, it feels like you only need two digits to quantify the 2.4-liter’s torque output. Drivers behind you are likely to display two digits of their own. For even greater sluggishness, Honda fits all 2012 CR-Vs with an “econ” button that dulls throttle response and widens the acceptable window of variation for the cruise and climate controls.
In response to criticism for sticking with the five-speed, Honda’s answer was along the lines of, “Our five is damn good. The customers wanted efficiency gains—we gave them efficiency gains.” We appreciate the philosophy of extracting greater efficiencies from existing hardware before creating all-new systems, but clinging to the five-speed seems kind of lazy.
The critical chassis measurements—wheelbase, front and rear track—are identical to the previous CR-V’s, so you’d be forgiven for thinking that the new car’s underpinnings also land in the “same old, same old” column. Nay, says Honda: 65 percent of the basic structure is new. Part of that 65 percent is additional bracing around the back of the body. It further solidifies what already felt like one of the firmest shells in its class and contributes to what Honda claims is a 40-percent increase in the balance between responsiveness and stability. Claiming exact-percentage increases in unquantifiables doesn’t make much sense to us. Then again, neither does the fact that such a sporty-feeling chassis can be the favorite in a segment whose buyers certainly don’t prioritize athletic feel. But the CR-V is agile and firm, and the ride only gets unsettled on pavement that seems engineered to unsettle a vehicle. The steering is a bit slower than the outgoing CR-V’s, and although some added heft makes it feel more certain on-center, there’s otherwise less communication than before. We doubt many buyers will care. Neither will they notice that the electronically controlled all-wheel-drive system is quicker in its operation, more efficient, and lighter than the old hydraulic setup.
Feels Bigger Inside
Overall length is down by one inch, and height drops by 1.4 inch for front-wheel-drive models and one inch on all-wheel-drive versions. That robs front-row occupants of about an inch of headroom; legroom stays the same up front and is reduced by 0.2 inch in the rear. But the 2012 CR-V is a good deal wider up around the front windows than its predecessor, which lends it a much more spacious feel. The back seat of the outgoing vehicle could be adjusted fore-and-aft and offered four different seat-back angles; the new one has no fore-and-aft adjustment and only two seatback angles. Even so, we found it much easier to get comfortable in the back of the new car than in its predecessor. More sound-deadening material throughout the cabin makes this generation much quieter than the last CR-V.
Just as important to the CR-V’s target customer is the folding rear seat. Seats up, you’ll find 37.2 cubic feet of cargo space, up from 35.7. Maximum volume drops exactly two cubes, though, to 70.9. From the rear doors, the seats fold in two steps—flip the bottom cushion forward and then drop the back cushion on top of it—but levers on either side of the cargo area drop each seat in one smooth action.
Other features of the new CR-V are less impressive. Neither of the infotainment system’s two screens presents its assigned information clearly, and the controls for both are obtuse. If this Gen-Y author couldn’t immediately figure out how to navigate a USB-connected iPod, you’ve got trouble. And Honda apparently believes that high-tech features should have ColecoVision graphics.
For better or worse, Honda is proud that those features are standard on all CR-Vs, starting with the base LX trim. Moving to the EX adds a sunroof, nicer seat cloth, an intermittent setting for the windshield wipers—for which we imagine every LX buyer would gladly trade one of the two information screens—a security system, and body-color door handles and mirror housings. The CR-V EX-L piles onto that leather upholstery, a 10-way power driver’s seat, heated front seats, automatic climate control, an upgraded audio system with XM satellite radio, and a few interior trim pieces. Above EX-L, buyers have to make a tough decision: Do you want to get to your destination or travel in peace? Nav and a rear-seat entertainment system are available, but not together. The Oral-B ProfessionalCare SmartSeries 5000, on the other hand, has a timer to remind you to brush for two whole minutes and an in-handle display to provide feedback on the user’s brushing habits.
Honda hasn’t announced pricing yet, but figure on the ladder remaining similar to what it was in 2011, with the LX around $23,000, the EX near $25,000, and the EX-L commanding about $28,000, all with front-wheel drive. Add in navigation or the rear-seat entertainment system, and you’ll probably surpass $30,000.
The 2012 CR-V pleases on paper and remains a refreshingly competent entry in a dull segment. We’re amazed and heartened that a vehicle that feels so sporty relative to its competitors can consistently outsell all of them. But the new CR-V also delivers a few subtle insults—the poor integration of some of the technologies and Honda’s refusal to fit a six-speed transmission or more powerful engine among them. We still find it fundamentally satisfying, but a toothbrush should never offend.
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