Honda's CR-Very Nice Crossover

Because of its smart design, fuel economy, price, and size, we give the all-new 2007 CR-V five stars

by Matt Vella

Editor's Rating:

The Good: Great pricing, innovative interior, perfect proportions, fuel economy

The Bad: Funky nose job, tumble-forward seats

The Bottom Line: The perfect crossover cocktail, not a drop extra

Reader Reviews

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Up Front

Crossovers may be getting a lot of play this year, but such vehicles have been around for over a decade. Now in its third major revision, Honda's all-new-for-2007 CR-V, for one, is a perfectly blended crossover cocktail: one part sedan-like fuel economy, one part SUV-like practicality, one part sensible proportions and pricing—all spiked with a dash of creative innovation.

Honda (HMC) thought it was playing to a relatively narrow market when it developed a small sport-utility vehicle based on the Civic sedan in 1996. But the model starting flying off U.S. dealer lots when it was introduced here in 1997, and it was obvious engineers had struck gold.

The CR-V has sold well ever since, becoming the company's most popular light truck and even outpacing competitors like Toyota's RAV4 (TM) (see BusinessWeek.com, 3/15/06, "Toyota's Prince of Practicality") and Ford's Escape (F). According to Automotive News, last year Honda sold 170,028 CR-Vs, growing sales from the year before by a handy 12%.

For the 2007 redesign, Honda bucked the trend to go bigger with its second-smallest SUV. The RAV4 has grown and is now available with a powerful V6 and, thanks to some voodoo engineering, a third row of seats. But the CR-V's proportions stayed pretty much the same. It grows slightly wider but shrinks in length by 3 in.; no third row of seating in sight.

That less-is-more philosophy extends to the price as well. A basic two-wheel drive CR-V starts at just $20,600. The three trim levels go up from there, but the gulf between bare-bones and tricked-out is narrow. The tip-top of the line all-wheel drive EX-L trim I tested weighs in at $28,595 with $595 destination charge.

That model comes with every possible option including leather seats, satellite radio, sophisticated navigation system, rearward backup camera, and on and on—all for well under 30 grand. That's impressive since it's easy to take the price of competitors into the stratosphere by piling on similar options.

Behind The Wheel

Honda's sticking with an ultra-efficient four-cylinder too, rather than upsizing to a six. Only one engine is available, the 2.4-liter i-VTEC four that produces 166 horses. It doesn't feel underpowered, though, even if 0 to 60 in nine seconds isn't likely to impress anybody. The upside, of course, is stellar fuel economy. The basic models earn up to 30 mpg, but even in all-wheel drive models, mileage ranges from 22 to 28 mpg. In largely city driving, I averaged an impressive 26 mpg.

This newest version of the CR-V doesn't share much with the previous versions—its Honda sedan or Acura SUV siblings—but the vehicle handles just as well as all of them In fact, this CR-V drives better than any of its predecessors. Relocating the spare tire under the floor has lowered the car's center of gravity, giving it an even more car-like ride and better handling. The steering feels well-weighted and much more substantial than the first generation's did.

The CR-V's new look moves upscale, away from its boxy predecessor. Though it's more distinctive than competing vehicles from Toyota (TM) or Ford (F), I'm not a great big fan of the CR-V's new overbite. Still, overall the look is easy on the eye.

In one of the biggest design changes, the rear door opens up instead of to the side as in previous versions. But, surprisingly, the door takes with it a significant chunk of bumper molding, making loading and unloading a snap. A built-in drawer creates a hidden trunk and also helps diminish road noise.

The CR-V's interior is a study in smart thinking. In fact, it's probably impossible to catalog the many ways in which this cabin is smarter than other small 'utes.