2007 Honda CR-V Road Test

Is It Good Enough to Remain Number One in Global Sales?

If you happen to own a compact sport utility vehicle, chances are good that its a Honda CR-V. Its the best selling compact SUV in the world, after all, with more than two and a half million sold since it debuted in 1995.

Despite being in its final year of production, the current 2006 CR-V continued to sell well right up until the changeover to the 2007 model. If you combine general increased interest in the crossover market segment, expected to grow by 15 percent this coming year, most of which is focused on compact SUVs, its no wonder Honda is so bullish about the new models potential for success, despite the heavy competition in the compact crossover market segment.

Part of the reason I think Honda will meet its goals for the new model is because of the current CR-Vs extremely high owner satisfaction index. More than 20 percent of the popular SUVs buyers repurchase it two or more times in a row, an astounding number.

Not taking the loyalties of its CR-V customers lightly, Honda has reinvented the popular model for 2007. Its wider than the old model, and longer bumper to bumper (although not when you factor in the old CR-Vs rear-mounted spare tire), plus its also roomier than its predecessor, while the interior has been refined, its driving dynamics upgraded and overall its much safer.

Before I delve too much further into what makes the 2007 CR-V a formidable player in the compact SUV segment, its probably best to take a look at why this type of vehicle is selling so well right now. Obviously, high fuel prices are causing consumers to take notice of smaller vehicles overall, and those that need to haul more people or stuff are looking to the compact and midsize crossover segments to fill the bill. Thats why were seeing more seven-seaters in these classes, like Toyotas RAV4 and Hyundais Santa Fe. Honda already has the midsize Pilot, however, and didnt see the need to stretch its CR-V to unwieldy proportions in order to fit in a third row, knowing full well that it would not only compromise second row roominess but would merely be useful for the pre-teen crowd anyway. The result is a new CR-V that bucks current trends and only seats five.

Personally, I like this new breed of crossover due to a general ease of use. Even getting inside of the CR-V, for instance, takes less effort than either sliding down into a low-slung car seat or climbing high into an off-road capable SUV, with the seating height near perfect for most peoples body types. Once inside, the taller seating position gives the driver greater command over the road and surrounding vehicles, with better visibility than conventional cars, just like with rival crossover SUVs. The CR-Vs abundance of glass makes sure such an advantage doesnt go wasted, and despite rear windows that are narrower than those of its predecessor, its fairly easy to see around the vehicle... and even easier thanks to a top-tier option that Ill get around to telling you about in a minute.
One of the things I liked about the outgoing CR-V was its unique sense of interior style, and the new one wont disappoint those who like solid reliability served up with a touch of individuality. It appears more Acura-like than any previous Honda, with more leather and bright metallic trim in top-line models, plus seriously high quality switchgear. Theres nothing particularly fancy about the HVAC system, but those in colder climates will appreciate the large primary knobs that can even be used while wearing thick gloves. The large buttons complement the design, and feel well made thanks to very little side-to-side play.

Base models get an AM/FM/CD/MP3/WMA-compatible audio head unit with an auxiliary plug for external devices like portable MP3 players or iPods, while a six-disc CD player integrated into a much better looking interface can be had with upgraded trim levels. Top-of-the-line CR-Vs get an impressive 270-watt unit with all of the same features of the entry-level stereo plus that integrated 6-disc changer, a digital audio card reader, six speakers and a subwoofer. The system also includes navigation with voice recognition, a rearview camera (yes, the special option that I mentioned earlier) and steering wheel controls to manage it all.

And that steering wheel stands out in this class, not only due to the handy buttons that include switches for setting the cruise control at the right, but also because of its unique design. The indents for the thumbs are comfortable to grip, and its good solid construction made me feel like I was driving a sport sedan rather than an SUV.

Speaking of driving, the new CR-V isnt quite a sports sedan, but it performs extremely well for a vehicle in this class. Still, if you were thinking that Honda would succumb to the pressure of adding its wonderful 3.5-liter V6 to the lineup, like it did with Saturns VUE, or another cog to the automatic gearbox, like archrival Toyota has with its new RAV4, you might be a bit disappointed. Once again the only engine is Hondas practical and fuel efficient 2.4-liter four-cylinder making 166-hp and 161 lb-ft of torque, plus the transmission that puts power down to the road only gets five forward speeds. And incidentally, theres no manual transmission anymore, due to little interest from buyers.

Theres ample power for performing daily duties, in case you were wondering, while Hondas fuel economy estimate is 23 mpg in the city and 30 on the highway with front-wheel drive (22 and 28 respectively with AWD) - very good for this class. Still, during testing we only ever had two people on board and nothing more than camera equipment for cargo, so its difficult to say how it will accelerate when fully laden.
It seems that Honda has spent more resources refining the undercarriage that now feels smoother, while simultaneously delivering better control through the corners. Hidden away from view is a fully independent suspension system with MacPherson struts up front and a multi-link setup in the rear, for optimal car-like handling. The addition of a lower center of gravity than the previous CR-V, by 1.4 inches, a more rigid body structure thanks to 58 percent high-tensile steel, makes it really feel light on its feet, and although hardly a sports car, its definitely fun to drive.

Standard traction control as well as Hondas optional Real-Time Four-Wheel Drive system gives the CR-V extra grip when the going gets slippery, especially important when trudging through muddy grass (as I did while testing), snow or trying to maintain control while taking off in icy conditions, or, and you never know when Mother Natures going to strike.

Last year I was trying to head up the ski hill when the road patrol stopped me and told me to turn around due to only having front-wheel drive. I looked on in envy as a number of SUVs with four-wheel drive passed me by and headed up the mountain to all that fresh powder. Why am I saying this? Because you might not be aware that the CR-V can be had with front-wheel drive only, as is the case with most SUVs. If you live in areas with colder climates than can get wet and/or snowy, like the Pacific Northwest, or colder yet, the Dakotas, you might want to sacrifice the more economical choice, both at the time of purchase and on an ongoing basis at the pump, and opt for four-wheel drive.

No matter whether two- or four-wheel drive, the CR-V reacts well to panic braking situations thanks to standard four-wheel discs with Advanced Logic four-channel ABS and electronic brake force distribution. And safety in mind, active front headrests are also standard, plus Hondas Advanced Compatibility Engineering (ACE) body structure that enhances collision energy management through a network of load bearing structures. Of course, dual front airbags are also included, as well as side thorax bags for front passengers and side curtain airbags for all outside occupants, important for side impact and also for rollovers.

Of course, the CR-Vs relatively low center of gravity (for an SUV), as mentioned, plus its wide stance and car-like suspension will mitigate potential rollovers, while its standard electronic stability control should help keep it upright as well. A tire pressure monitoring system is also standard, automatically checking for optimal tire pressure because, despite it being so important, most of us never do so ourselves.
Most CR-V buyers will probably be equally appreciative of its load carrying capacity, so when you get the chance to see one up close take a look at all the room rear passengers enjoy, and while theres no third row for extra passengers, Honda has more than made up for it in cargo space, with 35.7 cubic feet when all the seats are in use and 72.9 cubic feet when the split rear seatbacks are folded forward.

Not only is there a lot of cargo space back here, but the lightweight, top-hinged liftgate is a lot more convenient than the awkward side-swinging door of the old model. Like the old CR-V, and the current RAV4 and Suzuki Grand Vitara, the outgoing models rear door opened from the wrong side for North American roads, making these vehicles potentially dangerous for getting things into or out of when parallel parked on a busy street, and they dont shelter you from the elements either. The new liftgate is much more convenient, easy to open and close and allows for more car-like styling, sans an externally mounted spare tire.

Now that were talking about the CR-Vs rear quarters, I dont think too many will complain about its more distinctive styling either. Its new sculpted door panel adds a sense of ruggedness to the design, while its tall vertical tail lamps visually tie it in with the previous generation SUV. Its most distinctive character line is probably the new rear quarter window that gives the CR-V a sleeker profile, belying its actual proportions, which are more upright in back.

I like the way the sculpted gray trim on the lower valance wraps around the entire vehicle, just another styling detail that helps the CR-V stand out. And up front its totally new too. The way its headlights flow down into the lower grille is especially attractive and totally unique, helping to make the upper grille look like its floating above as part of the hood.

But of course, styling is a personal thing. I like it, but I can see that some faithful CR-V customers might take a little more time to warm up to the design, or possible never accept its comparatively radical departure. Anyway you look at it, the combination of shapely panels results in a ten percent improvement in the CR-Vs coefficient of drag (Cd), which makes for a quieter cabin and better fuel economy.

They wont need much time to get comfortable behind the wheel, mind you, and because of this and the new CR-Vs many improvements, as well as greater interest in the compact SUV segment overall, Im guessing that this new model will sell even better than the old one.