, , Price and equipment, , THE new CR-V range runs up to $42,290 for the top of the line VTi-L, but here we’re behind the wheel of the $29,790 entry-level VTi, featuring a five-speed automatic gearbox displacing the $2200 cheaper six-speed manual version mated to a new, smaller 2.0-litre four-cylinder petrol engine., , This end of the market is pretty competitive, with a spread of vehicles to chose from within a couple of grand of the entry-level CR-V, including Mazda’s class-leading CX-5, the smart-looking Toyota RAV4, and the all-new Ford Kuga., , Honda’s specification list for the CR-V pretty much shadows its rivals. That means all the usual suspects are there, including USB and auxiliary inputs for the audio system (but only four speakers, not six), a Bluetooth phone connection with audio streaming, tilt and reach steering adjustment, audio and cruise controls on a plastic steering wheel, single-zone climate control air-conditioning, an almost essential-for-a-family-car reversing camera that pops up on the screen in the middle of the dash (but no parking sensors), powered windows including an auto function for the driver, a fairly comprehensive trip computer, and roof rails., , The follow-me-home lighting that leaves the headlights on for a fixed time after you get out of the CR-V at night is handy, but the lack of an intermittent wiper control isn’t., , Each door gets a bottle holder, but it is a bit of a struggle to get a standard refillable drink bottle into them., , The 17-inch spare wheel hidden away under the boot floor is a full-size alloy in a class where a few competitors fit a steel rim., , In a nutshell, the CR-V’s fit-out can’t match the richly equipped Captiva on price but beats it hands down on packaging, isn’t as premium in feel as the CX-5, and lacks the shiny newness and techno-bent of the Kuga., , Adding all-wheel-drive grip adds a hefty $5300 because you need to step up to the larger 2.4-litre engine mated to the five-speed automatic transmission., , Interior, , Honda does do interiors well. Not so much in terms of presentation, because hard plastics abound in the entry-level CR-V, but it’s what you can do with it., , The mix of matte black interrupted with satin chrome-look highlights gives an understated elegance to the cockpit, the switchgear has a nice tactility and everything is well laid-out and logical., , There’s plenty of adjustment to both the steering wheel and driver’s seat to get a good position behind the wheel, however, the cloth-trimmed seats are relatively flat and lack lateral support., , The gear lever has moved to a more natural position down on the centre console instead of hanging off the dash on a small plinth, and the handbrake is a foot-operated pedal that requires one pump to set it, and another to release., , Storage space is OK with a flip-up door covering a pair of cupholders. There’s another shallow bin with a 12-volt socket, but really there’s nowhere sensible to put the contents of your pockets. A small glovebox drops down from the dash., , The more upright, boxy exterior of the CR-V is reflected inside, where the width has become extremely generous. Leaning across to unlock the passenger-side door requires a lot more effort than before., , A cloth-trimmed centre console box sits under the driver’s left elbow providing a good amount of storage, but also houses the USB and auxiliary inputs for the audio system., , Likewise, rear-seat storage isn’t generous. There are door pockets, and the flip-down centre armrest hides a pair of cupholders, but that’s about it., , If you don’t have anyone in the reclining rear seats, the headrests on both outboard seats flips forward at the pull of a strap to give a much clearer view out of the rear window. , , The highlight of the CR-V is the ease in which it converts its 556-litre boot into a 1648-litre cargo space. Flip up the tall tailgate via its low-mounted soft-touch release button, reach in and pull a lever, and the rear seats drop their headrests, fold in half and flip forward as if they’re spring-loaded, revealing the huge, flat load space with a low loading lip., , A colleague loaded a circa two-metre long piece of flat-pack furniture with ease. , Taller owners will need to duck in under the low-rising tailgate., , There’s no cover for the boot space, so anything stored there is within sight of prying eyes., , Engine and transmission, , The fuel-injected 2.0-litre four-cylinder engine is a new addition to the line-up, and reserved purely for the front-wheel-drive version of the CR-V., , It only produces only 114kW of power compared with its bigger 2.4-litre sibling’s 140kW, and 190Nm of torque compared with 222Nm., , However, the way it delivers its performance is quite good for around-town driving. Step-off acceleration is quite brisk, helped by a lithe 1488kg kerb weight, and the CR-V builds speed confidently enough to keep up with city traffic., , If anything, the five-speed auto is a little too eager to drop back a gear or two to tackle a hill. We wonder, too, how much the less-than-stellar claimed 7.7 litre per 100 kilometre fuel use average on normal unleaded fuel could have improved if there was a six-speeder hanging off it., , Still, at an average of 8.3L/100km in our week behind the wheel, our real-world figures came commendably close to the theoretical ones., , There is no diesel option for the CR-V. For that, you need to wait for a 1.6-litre turbo-diesel four-cylinder engine due later this year., , Ride and handling, , Around town, the CR-V rides respectably well, absorbing almost all the lumps and bumps of the road quite comfortably., , It’s no Mazda CX-5, though. By that we mean there’s no real sense of driver enjoyment as you pitch it a bit too roughly into the first corner., , Grip from the more premium Michelin rubber is good, and body roll is quite well suppressed for such a tall car, but the steering feels quite soft at its straight-ahead position and heavily assisted, robbing the driver of a fair bit of feedback., , The tendency to wander slightly at higher speeds means the CR-V also needs constant small corrections to keep it in the centre of the lane., , One area Honda has done well is suppressing road noise. The CR-V is commendably quiet at low speeds, providing a hushed, refined environment. , , It has its problems over coarse-chip surfaces at high speed, where the tyre roar does increase enough to drown out the noise of the wind scything through the side mirrors, but the radio has a function that increases its volume as the pace rises., , Despite its boxy looks and articulation-robbing front-drive layout, the CR-V has an easily manageable turning circle., , Safety and servicing, , Honda’s CR-V includes the full suite of six airbags along with electronic stability control and anti-lock brakes., , In keeping with its lack of off-road accoutrements, there’s no special off-road functions available for the stability, traction control and braking computers., , Honda’s warranty extends over three years or 100,000 kilometres. , , Verdict, , Honda’s attempt to bring a new generation of buyers to its mid-size soft-roader fan base is a pretty good one., , It looks good inside and out, it doesn’t feel cheap, and it carries the promise of adventure without the baggage of having to one day live up to it., , We can’t help thinking it could have been better, though, particularly if it was to use a more class-competitive drivetrain than it has been lumbered with., , Maybe things will change for the better once the diesel arrives. At that point we will probably sit up and take much more notice., , Rivals, , Mazda CX-5 Maxx auto.
, From $29,880 before on-roads.
A roomy, rorty and refined urban SUV that combines Japanese quality and reliability with classy dynamics and class-leading efficiency, but let down by a chassis that deserves more oomph, infuriating GPS system and dreary dashboard design., , , Toyota RAV4 GX CVT.
, From $30,990 before on-roads.
Good styling, handling and packaging, and typical Toyota quality.

Smooth 2.5-litre drivetrain using a stepless gearbox. On the downside, the ride is firm, there’s no digital speedo, and the tailgate doesn’t lift high enough., , , Ford Kuga Ambiente.
, From $27,990 before on-roads.
New kid on the block only offers front-wheel-drive with a manual gearbox, limiting appeal. It’s 1.6 turbo likes premium unleaded, but is the only model to get a stop-start system. Good dynamics, lacklustre performance, and feels like a price leader. , , Data, , MAKE/MODEL: Honda CR-V VTi auto
, ENGINE: 1997cc four-cylinder petrol
, LAYOUT: Front, longitudinal
, POWER: 114kW @ 6500rpm
, TORQUE: 190Nm @ 4300rpm
, TRANSMISSION: Five-speed automatic
, 0-100km: N/A
, TOP SPEED: N/A
, FUEL: 7.7L/100km
, CO2: 179g/km
, WEIGHT: 1488kg
, SUSPENSION f/r: MacPherson/multilink
, STEERING: Electronic rack and pinion
, BRAKES f/r: Ventilated discs/solid discs
, PRICE: From $29,790 before on-roads