2015 Honda CR-V Touring
08/02/2015
Shahed Hussain
Compact SUVs have become increasingly popular over the past 20 years, yet among the first in this segment was the Honda CR-V, along with its rival, the Toyota RAV4. In the past decade, other SUVs from major manufacturers have joined the marketplace, yet the CR-V remains one of the best-selling vehicles in its class.
Honda offers the CR-V as four trim levels: LX, EX, EX-L and Touring. All variants are available in 2WD or AWD (all-wheel drive). The 2WD LX ($23,445) is the entry model and ranges up to the AWD Touring ($32,895) which we tested. All CR-Vs share a 2.4L inline-4 coupled to a CVT (continuously variable transmission). Our test vehicle had no options, although various dealer-installed accessories are available. The total sticker price added up to $33,600, including the $830 destination and handling charge. Note that Honda has raised prices slightly compared to the sticker on the test vehicle.
The interior in our test vehicle was awash in gray hues along with silver accents on the doors, steering wheel, and center console. Most interior material are high quality, but the hard plastic dashboard top is a disappointment, although the forward-facing dash surfaces are padded. A curved strip of simulated wood veneer spans the dashboard. The instrument panel is laid out with a large centrally-mounted speedometer with a smaller tachometer to the left. To the right are coolant and fuel gauges. Within the speedometer is a multi-function display showing trip computer data. The leather-wrapped steering wheel has audio, lane departure warning, cruise, and trip computer controls on the spokes. Additional buttons for phone and cruise control are also attached to the steering wheel. An inset display on the dashboard shows trip computer and audio system functions. A red engine start/stop button is dash-mounted to the right of the steering wheel.
Honda split infotainment functions into dual displays, but audio system data is shown redundantly on the upper LCD screen and the navigation system display. A single display for all functions would be more logical, a solution adopted by many other manufacturers. The AM/FM/CD audio system has 7-speakers, including a subwoofer. Instead of an intuitive knob, a flat rocker switch functions as the audio volume control. Most infotainment functions require using the touchscreen interface, but we preferred the steering wheel controls instead. An innovative use of the Blind Spot Monitor system displays a rear view on the navigation screen for right turns. Other active safety features exclusive to the Touring model include Forward Collision Warning, Lane Departure Warning, Adaptive Cruise Control and Lane Keeping Assist System.
The dual-zone climate control system uses knobs and clearly marked buttons for ease of use. Instead of a center console shift lever, Honda mounted the shifter higher up on the center stack. Seat heater buttons and a 12V power outlet are located on the center console, along with cupholders and a small storage bin. Within the center console bin are two USB ports, an HDMI port, and another 12V power outlet.
Perforated leather seats are standard equipment on the CR-V Touring. The driver's seat includes 10-way power adjustments plus lumbar support, but the front passenger has only 4-way manual adjustments. Even with the multi-adjustable seat, we found the driver's seat comfort lacking due to flat cushions and minimal thigh bolsters. Front and rear passengers will appreciate headroom to accommodate 6 ft. tall occupants. The rear seats are nicely padded with ample legroom and decent support. Even the middle occupant is rewarded with reasonably comfortable accommodations. The center armrest folds down to reveal dual cupholders. The split rear seats fold down nearly flat for maximum cargo capacity. A power liftgate system raises and lowers the hatch automatically via button on the hatch.
Honda has always offered the CR-V with a 4-cylinder powerplant. In this case, the 2.4L inline-4 is shared with the Accord, and shares an identical output of 185-bhp @ 6,400 RPM and 181 lb.-ft. @ 3,900 RPM. The all-aluminum alloy four has dual overhead cams, direct fuel injection and i-VTEC variable valve-timing. The sole transmission is a continuously variable transmission (CVT) with a Sport mode that maintains higher engine revs for better throttle response. According to the EPA, all-wheel drive CR-V models are rated at 26/33 MPG (city/hwy.). A 2WD CR-V squeezes out another MPG in both city and highway. We averaged 24-25 MPG in mixed city and highway driving.
Honda revised the CR-V suspension for 2015 with a redesigned MacPherson front lower control arm and retuned springs and dampers, along with knuckle geometry changes. At the rear is a three-link torsion beam suspension and dampers. Front and rear stabilizer bars and bushings were also revised for 2015. The electrically-assisted rack-and-pinion steering gets a slightly faster ratio resulting in 2.94 turns lock-to-lock. Brakes on all-wheel drive CR-Vs consist of 11.8 in. diameter vented front discs accompanied by 12.0 in. diameter solid rear discs. ABS, Electronic Brake Distribution and Brake Assist are standard. The CR-V Touring gets 18-inch diameter alloy wheels with 225/60R18 tires. CR-V EX and EX-L models are equipped with 17-inch diameter alloy wheels, while the base LX has 16-inch diameter steel wheels. A towing package is available, but is limited to 1,500 lbs.
Driving the CR-V is best described as uneventful. This Honda competently does exactly what we expected of a compact utility vehicle. From a handling perspective, the CR-V exhibits moderate understeer and body roll on curving roads. The electrically-assisted steering responds accurately and provides decent feedback. An all-disc brake system perform competently with progressive deceleration and moderate pedal effort. The all-wheel drive system damps out torque steer, eliminating steering corrections during full throttle acceleration. Honda retuned the suspension for compliant ride characteristics, which we appreciated on the cratered roads near Detroit. The torsion beam rear axle bounces over frost heaves more than an independent rear suspension, but we suspect that most owners will not notice.
Honda mated a CVT to the 2.4L inline-4 to maximize fuel economy. An ECO mode engaged via a green dash-mounted button reduces throttle response for reduced fuel consumption. We discovered that using the ECO mode resulted in sluggish acceleration, even with the just the driver on board. If squeezing out the most miles from every gallon of gasoline is paramount, then ECO mode may be useful, but in normal urban driving, the ECO mode has limited utility. Engaging the Sport transmission mode increases engine RPM for highway merging and passing. Unsurprisingly, Sport mode was essential to extract adequate acceleration when merging onto fast-moving traffic. As is common with most CVTs, engine drone at a constant RPM at full throttle is an almost unavoidable annoyance. Honda did tune the transmission to adjust RPM during part throttle conditions to minimize droning. During highway cruising, the CVT keeps engine revs below 3,000 RPM so tire and wind noise dominate, but not objectionably so.
The CR-V continues its long tradition as one of the top compact SUVs. Honda has steadily refined the CR-V to maintain its lead in this crowded market segment. As a competent light-duty passenger and cargo hauler, this Honda is easy to recommend. The Touring model we tested is generously equipped, but the CRV EX-L seems to be a superior value, offering nearly the same content aside from some active safety technology. CR-V shoppers should be aware that the RAV4, Escape, Equinox, Rogue and new Tucson are all compelling alternatives to this Honda that should not be readily dismissed. Even so, despite the steadily growing competition, Honda loyalists can be confident that their favorite SUV is one of the best in its class.
