By Mark Elias
Wednesday, Nov 16th, 2011 @ 4:30 pm

Honda has had a hit on their hands since 1995 with the CR-V. Now available in over 160 countries around the globe, the Japanese automaker is not content to leave well enough alone, even though CR-V is a perennial top-10 lister. As time marches on, so too, does technology.

Officially unveiled at the 2011 Los Angeles International Auto Show, the 2012 Honda CR-V is now ready for its close up.

CR-V could possibly stand for Compact Recreational Vehicle. Or Civic Recreational Vehicle (it is built on the Civic platform). Or, perhaps Comfortable Runabout Vehicle.

To all of these, we say yes. Hop in as we take a first drive in the 2012 version of this popular vehicle.

Sculpted and chiseled
CR–V’s product planner James Jenkins says that “buyers in this segment are looking for three things: Fuel economy, attractive styling, and good value. And not so minivan-like tendencies.â€

So far, so good, we say. At first glance we see lines that are inspired by vehicles costing thousands more. For example the waistline crease that runs from front to rear mimics that found on the BMW X5. We even go so far to say the rearmost side glass has its own variation of a “Hofmeister kink.â€

While earlier generations of the CR-V had an almost toy-like appearance, this latest generation seems totally grown-up. That’s not to say it’s perfect, though. The three- bar grille spreads across the front in a wing–like fashion, which helps to emphasize the width, and visual strength, of this entry-level SUV. (With the vehicular hiatus of the Honda Element for 2012, the CR-V, will in fact, be the brand’s new point of entry. An Element-ish vehicle may or may not appear again at a future date.)

Flared fenders bulge out at all four corners adding to the stable look this new Honda gives off. We’d love to see larger sized tires than the 17-inch Continental M+S samples that our test vehicle rode on. From the side and rear views, the CR-V displays a contemporary refinement that looks much more expensive than this CUV’s pricing would have you believe.

Capital Improvements
Honda sought subtle improvements in the CR-V. Toward that end, it now sports, according to Honda, the lowest cargo floor in class. A new and improved electronic all-wheel-drive system in models so-equipped and motion adaptive electronic power steering help to add to the refinement. Sensors detect instability on slippery roads and offer steering inputs during cornering and braking to keep the vehicle under control.

It is now shorter by 0.8 inches, but still rides on the same wheelbase (103.1). It’s less tall by 1.0-inch, but now has an expanded interior space with best-in-class cargo capacity. Improved from 35.7 to 37.2 cu-ft., it was 56.3 inches deep; it now stretches to 61.4-inches. Although not perfectly flat, the rear seats fold forward for greatly expanded room for a Costco run.

This smaller footprint, bigger inside mantra is the same as we saw in the latest Civic, and it’s something we genuinely appreciate.

As for fuel efficiencies, the CR-V is now equipped with an ECO and “Econ†mode. While the ECO mode is a visual form of behavior modification that monitors your driving style and rewards it with green accent lighting around the gauge pod, the Econ mode adjusts and maintains engine parameters within a certain operating range, remaps the automatic transmission functions and monitors the air conditioning functions while the vehicle is idling, at a stoplight, for instance.

Interior decorating
Although not physically larger than the preceding model, the new CR-V manages to squeeze more features and functions into an already efficient space. Our “real-time†AWD EX-L model offered a premium feel – except for the 1970s–era “gathered leather look†that covered all the seats. Smooth, or even textured hides will go a long way in refining this cabin even more. But lose the gathered stitching. A display model with black leather interior looked like a bachelor pad, circa 1979.

Advances in technology are on full display in the CR-V. Starting with low-tech, a new center console storage bin can swallow a full-size purse. Add to that, a 60/40-split rear seat for more versatility. On the high-tech side of the equation add in the now standard Bluetooth HandsFreeLink for cellular phone use, and full-color intelligence multi–information–display (i-MID in Hondaspeak) with its multi-angle rearview camera that shows side and Birdseye views of the vehicle.

Every new CR–V is now equipped with an SMS text messaging function that converts text to voice for SMS readout. iPhone functionality, SirisuXM satellite radio and Pandora (using a connected smartphone for Bluetooth) are now along for the ride.

Power to the people
The CR-V is outfitted with Honda’s seemingly ubiquitous 2.4–liter iVTEC four–cylinder engine. A decrease in engine friction and improvement in air intake have increased the power to 185 horsepower and 163 lb-ft of torque. It is only available with a five-speed automatic transmission, which seems like a cog down compared to rivals. Although we tested Honda’s Real Time All-Wheel-Drive with Intelligent Control System, the CR–V can also be had in a front wheel drive configuration.

When questioned about the lack of a six speed automatic transmission, Honda’s Jenkins stated “right now we have a bulletproof transmission. We’re using other technologies that will get us the same effect (better fuel economy). We felt the five-speed gave us the best combination of balance, weight and fuel performance. Since the weight was in balance, we used a higher gear ratio to achieve the better fuel mileage.â€

With the RT-AWD system, slippage in front is immediate cause to send torque to the rear wheels. Continually monitoring conditions, it changes in real-time, shifting torque, up to 100-percent, from front to rear as needed. Incidentally, Honda engineers were quick to point out, it is not similar to the system of the same name that is found in the Acura TL.

EPA estimates for our 3,545 lbs. tester slot in at 22/30 mpg for the AWD. Putting our foot in it, we managed to see a combined average of 23.8 miles per gallon during our 200-plus mile test drive in and around San Diego. That’s just a couple of clicks off of the EPA average of 25 miles per gallon. Honda says the FWD system sees numbers of 23/31 mpg.

Acceleration was impressive considering the size of the engine and the fact that Honda has not yet embraced the concept of direct injection, at least with this generation of 2.4 liter four-banger. It showed off the ability to quickly leave others behind at a traffic light. At the same time though, we had to remind ourselves that this was not a sports car and not up to the corner cutting techniques we employ while testing them. The suspension is a MacPherson strut system in front with multi-link configuration in back to help expand cargo capacity inside the vehicle.

We were impressed with the quiet ride that the CR-V was able to deliver. Highway travel was seamless without the constant drone that intrudes into the interior of some CUVs. New sound insulation and improved sound absorption show why the NVH engineers are some of the hardest working people in autodom.

Leftlane’s bottom line
Honda is a conservative company, as pretty much all of its recent models have illustrated. Rather than start with a clean sheet, Honda has chosen to refine and improve existing technologies to add to their vehicle’s power and efficiency.

Bundling up that efficiency in a new and generally attractive package only adds to the overall value. But the competition is ever fiercer, so it’s hard to say if CR-V will be able to remain on top forever.

2012 Honda CR-V base price range TBD.

Words and photos by Mark Elias.

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