2007 Honda CR-V Pics ( Update - Mugen Honda CR-V )
08-21-06, 07:30 AM
#1
Super Moderator
Thread Starter
2007 Honda CR-V Pics ( Update - Mugen Honda CR-V )
Posted Aug 21st 2006 7:08AM by Damon Lavrinc
These lo-rez shots of the new, 2007 Honda CR-V came floating across the web last night and, although their origin is a mystery, it doesn't take much imagination to see these images splattered across a brochure at your local dealership.
This newest CR-V shares a platform with its up-market sibling the Acura RDX and many of the styling cues are reminiscent of their mutual lineage. Although we've already shown you an uncamouflaged spy shot and our commenters have passed judgment on the CR-V's newly developed dental problems, a few other design cues are of note. The floor-to-ceiling taillights are an obvious carryover from previous generations, with a little Volvo wagon thrown in for good measure. The steeply descending rear-side window may be an attempt at smooth styling, but the resulting pillar will require serious body contortions to check the blind spot. The chrome surrounds, although a nice touch, seem to add a level of flash that just doesn't seem to fit a mild-mannered cute 'ute.
The interior, in true Honda fashion, is an homage to functionality and bears a similarity to the new Civic's dash and instruments, sans the top mounted speedo. Thankfully, and in no small part to customer complaints, the transmission selector has been moved from its odd dashboard mounting to a more traditional home below the air and radio controls.
We'll hold off on making further judgments until the 'official' shots are released and if Honda decides to drop off a CR-V in the Autoblog Garage, we'd gladly take it for a spin.
These lo-rez shots of the new, 2007 Honda CR-V came floating across the web last night and, although their origin is a mystery, it doesn't take much imagination to see these images splattered across a brochure at your local dealership.
This newest CR-V shares a platform with its up-market sibling the Acura RDX and many of the styling cues are reminiscent of their mutual lineage. Although we've already shown you an uncamouflaged spy shot and our commenters have passed judgment on the CR-V's newly developed dental problems, a few other design cues are of note. The floor-to-ceiling taillights are an obvious carryover from previous generations, with a little Volvo wagon thrown in for good measure. The steeply descending rear-side window may be an attempt at smooth styling, but the resulting pillar will require serious body contortions to check the blind spot. The chrome surrounds, although a nice touch, seem to add a level of flash that just doesn't seem to fit a mild-mannered cute 'ute.
The interior, in true Honda fashion, is an homage to functionality and bears a similarity to the new Civic's dash and instruments, sans the top mounted speedo. Thankfully, and in no small part to customer complaints, the transmission selector has been moved from its odd dashboard mounting to a more traditional home below the air and radio controls.
We'll hold off on making further judgments until the 'official' shots are released and if Honda decides to drop off a CR-V in the Autoblog Garage, we'd gladly take it for a spin.
08-21-06, 09:27 AM
#2
Lexus Fanatic
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RDX - lite? 
08-21-06, 11:09 AM
#3
Super Moderator
I see a few Bangle lines there. On the rear badging it looks like the last previous (late 90s) CRV version. Even some of the MDX lines. I do like that shifter location just like on my RX300.
I used to like these smalls SUV's. 
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08-21-06, 07:02 PM
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08-21-06, 11:16 PM
#11
Hmm... don't tell me the front bumper is for pedestrian safety and the rear bumper is for Canadian bumper standards cause they don't look very nice. The bigger airdam could mean a hybrid version but I'm not sure.
09-01-06, 06:49 AM
#12
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Thread Starter
Officially Revealed :
Following numerous leaks, Honda has released official high-res images of the 2007 CR-V crossover. The revamped model has a lower center of gravity (reduced by 35mm), wider stance (increased by 30mm) and a number of changes to steering and suspension geometry for improved handling. The all-wheel-drive ststem has also been improved with a revised "Real Time 4WD" that detects front wheel slip and promptly sends torque rearwards. As revealed in past spy shots and leaked photos, the CR-V gets a new windowline, which Honda hopes will give it a more car-like appearance. The spare wheel has been removed from the tailgate and is now found under the load compartment floor. The vehicle will be offered with radar-based Adaptive Cruise Control and a "Collision Mitigation Braking System" that will automatically brake if a collision is imminent. Active headlights are another high-tech feature added to the CR-V. Power comes from a 166 horsepower inline-four engine with 161 pound-feet of torque. A five-speed automatic transmission will be the only option in America. Base price is expected to be around $21,000. Contrary to rumors, the U.S. and European versions are identical.
source : leftlanenews
09-04-06, 06:20 AM
#13
Edmunds Review
Getting Along w/out Going Along
By Erin Riches Email | Blog
Date posted: 09-01-2006
Honda didn't try to make the 2007 Honda CR-V look more masculine. Nor did the company try to squeeze a V6 under the hood. Look inside and there are still just two rows of seating, which isn't surprising when you realize this SUV is 3 inches shorter than last year's CR-V.
This isn't how redesigns in the small-SUV class are usually done. You're supposed to make your cute-ute bigger, more powerful and more aggressive in order to get more young, active male butts in the driver seat.
But that isn't who Honda's after.
"The CR-V is for women in their early 30s who either have a child under 2 or are about to have their first child," Christina Ra, a Honda product planner, told us.
So it's settled. This sport-ute's for girls. It's also better-dressed, better-equipped and better-handling than any previous Honda CR-V, which means you might like it even if you don't own a pair of wedges.
Didn't need to grow
It's one thing to market your compact SUV to a specific audience. It's quite another to have that audience in mind from the moment you begin roughing out the design. The size of the second-generation CR-V was a major selling point for current owners, 60 percent of whom are women, so the '07 CR-V still shares a platform with the Civic, yet now has a shorter wheelbase than even the coupe. From nose to tail, it's 3 inches longer than a Ford Escape and 3 inches shorter than a Toyota RAV4.
Honda widened its compact sport-ute's track an inch to improve handling and open up more shoulder room, but lowered its stance: This CR-V sits just 7.3 inches off the ground. In the process, the company carved out an additional cubic foot of cargo space. With 73 cubes of max capacity, the Honda equals the Toyota and surpasses the Ford.
Built-in convenience
Next, Honda set about making its small SUV more practical for the owner with a toddler in one arm and groceries in the other. The side-hinged rear gate and exterior-mounted spare tire were dumped in favor of a lighter, overhead liftgate and an under-floor spare. A foldable, removable shelf, as seen in Chevrolet's Equinox, was fitted to the 35.7-cubic-foot cargo bay to allow two-tier loading.
Honda also designed rear doors that open a full 90 degrees. Better yet, the doors have numerous detents within their opening range, so you never have to worry about them swinging back while you're bent over buckling in the apple of your eye. The 60/40-split rear bench offers a wide range of fore/aft adjustment and, unlike last year, all three seating positions have the LATCH setup for car seats.
Up front, there's a sunglasses holder with a built-in conversation mirror to take the neck-twisting out of being an attentive parent. When you do need to dash to the back, the folding center tray in cloth-upholstered CR-Vs provides walk-through access. (Leather-lined CR-Vs get a fixed console.)
It's not all baby-specific upgrades, though: Honda knows its customers have iPods, so every 2007 CR-V comes with an auxiliary input jack. Plus, interior materials are higher in quality compared to the '06 model, and the unsightly dash and column-type shifter have been replaced by a sleek, ergonomic design that puts both the gear selector and the stereo controls at hand level. It's also easier to find a comfortable driving position with this year's standard tilt-and-telescoping steering wheel.
Stands pat
With all the V6s popping up in the small SUV segment, we expected Honda to take radical action under the hood. Instead, last year's 2.4-liter inline four-cylinder engine returns with a slightly higher compression ratio, higher-flow intake and exhaust systems, and revised variable valve timing. The result is 10 extra horsepower and 1 more pound-foot of torque for totals of 166 and 161, respectively. These numbers are on par with the four-cylinder RAV4 (166 hp, 165 lb-ft) and Jeep Compass (172 hp, 165 lb-ft).
With only 5 percent of second-gen CR-V customers opting for a manual gearbox, Honda decided not to bother this time, leaving the five-speed automatic as the sole transmission choice. The five-speed's gearing has been tweaked, with a shorter 1st gear and final drive ratio.
Buyers can go with front-wheel drive or four-wheel drive. Equipped with 4WD, the CR-V functions as a front-driver until the Real Time 4WD system detects wheel slippage and redirects power (20 percent more than last year) to the rear.
We sampled only the 4WD CR-V and found its acceleration adequate. Driving around the city is pleasant enough, but merging and passing maneuvers tap out the engine's torque reserves. The automatic shifts crisply, but has no manual mode.
Having gained only 70 pounds, the 2007 CR-V feels about as fast as the '06 model. It also feels a little quicker than the Compass, which takes 10 seconds to hit 60 mph.
Of course, it feels slower than the V6-powered RAV4, which gets to 60 in 7 seconds. The carmaker says CR-V buyers are more concerned about fuel economy than speed. Probably true, but with a 21 mpg city/28 mpg highway rating for the V6 4WD RAV4 versus Honda's 22/28 estimate for the 4WD CR-V, that trade-off hardly seems necessary.
Trades power for agility
As consolation, the 2007 Honda CR-V offers handling that borders on athletic. Greater use of high-strength steel provides a more structurally rigid body, and engineers made numerous changes to the fully independent front strut/rear multilink suspension. In front, they added caster, adjusted the angle of the struts and lowered the steering box to improve straight-line stability and steering response, while increasing suspension travel to allow for greater tuning precision. In back, they fiddled with the geometry to keep the CR-V level during acceleration and braking, and fitted a larger antiroll bar. The rack-and-pinion steering system continues to use hydraulic assist, but has a quicker ratio.
On British Columbia's Sea-to-Sky Highway, the CR-V felt balanced and refined, with progressive body roll and excellent steering feel. Ride quality is smooth and comfortable, and the cabin is insulated from the road noise that plagued '06 CR-Vs.
During our travels, though, we noticed the turning radius is a bit large. Honda's specs have it at 37.8 feet — 4 feet wider than last year. Must be the larger 17-inch wheels and 225/65R17 tires fitted to all '07 CR-Vs.
Brake size hasn't changed, but the front discs are a few millimeters thicker, and the antilock brake system now has four-channel capability, instead of three, to allow for individualized braking of the rear wheels. The standard stability control system is fully integrated with the ABS and includes a new brake-assist feature.
Starts in the low $20Ks
Familiar LX and EX trim levels return for 2007, while the EX-L (EX with leather upholstery) replaces the old SE. Priced in the low $20Ks, the LX comes with front seat-mounted side airbags, full-length side curtain airbags, air-conditioning, a CD stereo (albeit with a small "single-DIN" head unit), full power accessories and really nice cloth upholstery. The volume-selling EX has alloy wheels, body-color exterior trim, a moonroof, an upgraded stereo with a normal-size head unit and an in-dash CD changer, and the aforementioned cargo shelf.
EX-L models start around $26,000; and for $2,000 additional, you can get a navigation system package that also includes a rearview camera, a PC card reader, XM Satellite Radio and a subwoofer. Unfortunately, the CD changer moves from the dash to the console box on EX-L Navi models, and the magazine-style cartridge is flimsy. To offset this annoyance, Honda installed a single CD player behind the nav screen.
Is this what women want?
Unlike its predecessors, the 2007 Honda CR-V doesn't feel much like a budget SUV. It's smooth and stable, attractively furnished and equipped with virtually every convenience a young mom (or dad) could want.
That is, unless she's hungry for power. But Honda is betting that 160,000 buyers a year will be willing to make that compromise. Sales start September 28.
By Erin Riches Email | Blog
Date posted: 09-01-2006
Honda didn't try to make the 2007 Honda CR-V look more masculine. Nor did the company try to squeeze a V6 under the hood. Look inside and there are still just two rows of seating, which isn't surprising when you realize this SUV is 3 inches shorter than last year's CR-V.
This isn't how redesigns in the small-SUV class are usually done. You're supposed to make your cute-ute bigger, more powerful and more aggressive in order to get more young, active male butts in the driver seat.
But that isn't who Honda's after.
"The CR-V is for women in their early 30s who either have a child under 2 or are about to have their first child," Christina Ra, a Honda product planner, told us.
So it's settled. This sport-ute's for girls. It's also better-dressed, better-equipped and better-handling than any previous Honda CR-V, which means you might like it even if you don't own a pair of wedges.
Didn't need to grow
It's one thing to market your compact SUV to a specific audience. It's quite another to have that audience in mind from the moment you begin roughing out the design. The size of the second-generation CR-V was a major selling point for current owners, 60 percent of whom are women, so the '07 CR-V still shares a platform with the Civic, yet now has a shorter wheelbase than even the coupe. From nose to tail, it's 3 inches longer than a Ford Escape and 3 inches shorter than a Toyota RAV4.
Honda widened its compact sport-ute's track an inch to improve handling and open up more shoulder room, but lowered its stance: This CR-V sits just 7.3 inches off the ground. In the process, the company carved out an additional cubic foot of cargo space. With 73 cubes of max capacity, the Honda equals the Toyota and surpasses the Ford.
Built-in convenience
Next, Honda set about making its small SUV more practical for the owner with a toddler in one arm and groceries in the other. The side-hinged rear gate and exterior-mounted spare tire were dumped in favor of a lighter, overhead liftgate and an under-floor spare. A foldable, removable shelf, as seen in Chevrolet's Equinox, was fitted to the 35.7-cubic-foot cargo bay to allow two-tier loading.
Honda also designed rear doors that open a full 90 degrees. Better yet, the doors have numerous detents within their opening range, so you never have to worry about them swinging back while you're bent over buckling in the apple of your eye. The 60/40-split rear bench offers a wide range of fore/aft adjustment and, unlike last year, all three seating positions have the LATCH setup for car seats.
Up front, there's a sunglasses holder with a built-in conversation mirror to take the neck-twisting out of being an attentive parent. When you do need to dash to the back, the folding center tray in cloth-upholstered CR-Vs provides walk-through access. (Leather-lined CR-Vs get a fixed console.)
It's not all baby-specific upgrades, though: Honda knows its customers have iPods, so every 2007 CR-V comes with an auxiliary input jack. Plus, interior materials are higher in quality compared to the '06 model, and the unsightly dash and column-type shifter have been replaced by a sleek, ergonomic design that puts both the gear selector and the stereo controls at hand level. It's also easier to find a comfortable driving position with this year's standard tilt-and-telescoping steering wheel.
Stands pat
With all the V6s popping up in the small SUV segment, we expected Honda to take radical action under the hood. Instead, last year's 2.4-liter inline four-cylinder engine returns with a slightly higher compression ratio, higher-flow intake and exhaust systems, and revised variable valve timing. The result is 10 extra horsepower and 1 more pound-foot of torque for totals of 166 and 161, respectively. These numbers are on par with the four-cylinder RAV4 (166 hp, 165 lb-ft) and Jeep Compass (172 hp, 165 lb-ft).
With only 5 percent of second-gen CR-V customers opting for a manual gearbox, Honda decided not to bother this time, leaving the five-speed automatic as the sole transmission choice. The five-speed's gearing has been tweaked, with a shorter 1st gear and final drive ratio.
Buyers can go with front-wheel drive or four-wheel drive. Equipped with 4WD, the CR-V functions as a front-driver until the Real Time 4WD system detects wheel slippage and redirects power (20 percent more than last year) to the rear.
We sampled only the 4WD CR-V and found its acceleration adequate. Driving around the city is pleasant enough, but merging and passing maneuvers tap out the engine's torque reserves. The automatic shifts crisply, but has no manual mode.
Having gained only 70 pounds, the 2007 CR-V feels about as fast as the '06 model. It also feels a little quicker than the Compass, which takes 10 seconds to hit 60 mph.
Of course, it feels slower than the V6-powered RAV4, which gets to 60 in 7 seconds. The carmaker says CR-V buyers are more concerned about fuel economy than speed. Probably true, but with a 21 mpg city/28 mpg highway rating for the V6 4WD RAV4 versus Honda's 22/28 estimate for the 4WD CR-V, that trade-off hardly seems necessary.
Trades power for agility
As consolation, the 2007 Honda CR-V offers handling that borders on athletic. Greater use of high-strength steel provides a more structurally rigid body, and engineers made numerous changes to the fully independent front strut/rear multilink suspension. In front, they added caster, adjusted the angle of the struts and lowered the steering box to improve straight-line stability and steering response, while increasing suspension travel to allow for greater tuning precision. In back, they fiddled with the geometry to keep the CR-V level during acceleration and braking, and fitted a larger antiroll bar. The rack-and-pinion steering system continues to use hydraulic assist, but has a quicker ratio.
On British Columbia's Sea-to-Sky Highway, the CR-V felt balanced and refined, with progressive body roll and excellent steering feel. Ride quality is smooth and comfortable, and the cabin is insulated from the road noise that plagued '06 CR-Vs.
During our travels, though, we noticed the turning radius is a bit large. Honda's specs have it at 37.8 feet — 4 feet wider than last year. Must be the larger 17-inch wheels and 225/65R17 tires fitted to all '07 CR-Vs.
Brake size hasn't changed, but the front discs are a few millimeters thicker, and the antilock brake system now has four-channel capability, instead of three, to allow for individualized braking of the rear wheels. The standard stability control system is fully integrated with the ABS and includes a new brake-assist feature.
Starts in the low $20Ks
Familiar LX and EX trim levels return for 2007, while the EX-L (EX with leather upholstery) replaces the old SE. Priced in the low $20Ks, the LX comes with front seat-mounted side airbags, full-length side curtain airbags, air-conditioning, a CD stereo (albeit with a small "single-DIN" head unit), full power accessories and really nice cloth upholstery. The volume-selling EX has alloy wheels, body-color exterior trim, a moonroof, an upgraded stereo with a normal-size head unit and an in-dash CD changer, and the aforementioned cargo shelf.
EX-L models start around $26,000; and for $2,000 additional, you can get a navigation system package that also includes a rearview camera, a PC card reader, XM Satellite Radio and a subwoofer. Unfortunately, the CD changer moves from the dash to the console box on EX-L Navi models, and the magazine-style cartridge is flimsy. To offset this annoyance, Honda installed a single CD player behind the nav screen.
Is this what women want?
Unlike its predecessors, the 2007 Honda CR-V doesn't feel much like a budget SUV. It's smooth and stable, attractively furnished and equipped with virtually every convenience a young mom (or dad) could want.
That is, unless she's hungry for power. But Honda is betting that 160,000 buyers a year will be willing to make that compromise. Sales start September 28.
10-08-06, 07:54 AM
#14
USA Today Review
Revamped CR-V has Wow Factor
The renaissance of the small SUV segment began with the 2006 Toyota RAV4, which went on sale last December. It brought more room, more power and more sophisticated safety gear to the segment.
Now there's a flood of new or re-engineered models from other makers, including today's subject, a fully remade Honda (HMC) CR-V.
Wow, what an improvement. If you didn't know better, you'd think you'd jumped into an Acura luxury model, so solid and upscale does the CR-V present itself.
PHOTOS/AUDIO: Honda CR-V with Healey's comments
But despite apparent similarities and the premium feel of the new CR-V, Honda and Acura insist that CR-V and the Acura RDX have nothing in common.
MORE HEALEY: Test Drive archive
Unlike rivals, Honda hasn't stuffed a third-row seat into the vehicle. CR-V product planner Christina Ra says enlarging the vehicle to accommodate a third row would have been a mistake because owners consider it the perfect size.
In fact, the new one's slightly smaller. That's partly because the spare tire is now under the cargo floor instead of hanging off the back door and because the styling's less upright, more swoopy. The result is about 2% less overall passenger space, but more cargo space.
Dimensions notwithstanding, CR-V does not feel small or tight. It seems roomy for its overall size.
Honda stayed with a four-cylinder engine, period. Rivals assign four-bangers to their base models, and put V-6 engines into nicer versions. Or offer only V-6s. Ra says a V-6 would have required CR-V to be bigger. She says the four's also lighter for better handling and is less expensive.
Fuel economy's not much better, though. CR-V's four-cylinder sacrifices a staggering 103 horsepower and 85 pounds-feet of torque to RAV4's optional V-6 in return for a measly 1 mile per gallon advantage on government tests.
(RAV4's four-cylinder, same size and power as CR-V, gets only slightly better mileage.)
The CR-V four is lively and fun, if a tad coarse-voiced. The five-speed automatic shifts crisply and is well-matched to the engine, keeping it revving where it needs to be for good pep or good mileage, depending on the driver's right foot. But it's tough not to pine for the Toyota V-6's additional power, at little sacrifice in mileage, when you're toting a load, driving in hilly terrain, passing on a two-lane or merging onto a brutally fast big road.
To keep you from feeling blue, CR-V probably needs 25% more power or 15% better fuel economy without increasing the price or decreasing the engine's smooth personality. You're an engine company, Honda. Prove it.
Styling is the obvious change. Ra says a big change was needed: "Frankly, people were buying it in spite of the styling." And, she says, those who didn't buy often cited styling as the reason.
Moving the weight of the spare off the rear door allowed Honda to design a low-effort, swing-up tailgate to replace the sideways-swinging door. The gate provides a weather awning, handy for loading or unloading in the rain, and raises high enough for 6-footers. Trade-off: The spare is now a mini.
Other notable changes:
•Great steering and brake feel. Steady on-center and quick to respond to the driver's touch, the wheel feels connected not just to something, but something inviting.
Toe the wide pedal and the vehicle slows right now. No slop, but not touchy. Rare for a vehicle to get both those systems right.
•Bigger rear doors. Openings are larger, and the doors open to a wider angle. Makes it easier to get the baby in and out — moms with babies are the most-likely CR-V buyers, Honda says — and easier for your arthritic aunt, too.
•Lower step-in height. The seat cushions are about hip high, so you can get in and out without fuss.
•Revamped handling. It drives more like a sports sedan than an SUV. And the center of gravity is a bit lower, so it's more fun to fling. Less tippy-feeling.
•Useful rear room. The back seats slide fore and aft about an inch more than previously. The sliding permits tailoring for cargo or people, and the extra inch enhances that. There's sufficient leg and knee room in back for most riders, even when the front seat's fully back.
•New features and details. A navigation system and backup camera are available for the first time on CR-V. Telescoping steering column is standard. It wasn't available previously.
The so-called conversation mirror folds down from the ceiling to let you see the kids in back without turning around or wrenching the regular rearview mirror to an angle that prevents its intended use.
A rigid cargo cover stows on the floor out of the way or sits on a ledge to create both a shelf for light objects (20 pounds, max) and covered storage below. Ra says designers envisioned moms tossing strollers underneath, parcels on top.
The doorjamb decal specifying proper tire pressure and the maximum weight to be carried is highly readable, unlike some. It's a small matter with potentially big results.
All that thoughtfulness, plus the excellent driving personality, make CR-V almost too tempting. But some things might bug you:
•Nos. No power seats. No automatic climate control. No front-seat lumbar adjustment. No good place for the cellphone if the cup holders are in use. No auto-dimming mirror. No auto on-off headlights. No grocery bag hooks. No auxiliary sun visors (and the main visors don't slide, only swivel from front to side).
You can live without those, but you'd probably expect some of them, at least in the high-end EX-L model.
Ra says she hopes to add lumbar, power seats and auto climate control, but she can't say how soon.
•Noise. Not wind or tire noise; there's little of those, demonstrating good sound insulation. But the test vehicle, an early production model, had a slight buzz from the driver's door panel on coarse concrete. It wasn't present on other roads and eventually vanished on the concrete, too. (Has Honda invented the self-healing vehicle?)
Too, the six-disc CD changer whirred and buzzed loudly every time the vehicle was started.
•Easy things made hard. Nav control buttons are too small. (Use the voice commands, dummy, Honda says.) Child-seat latches on the test vehicle were buried deep in the back seat upholstery, hard to find and use.
If the power/mileage ratio doesn't bother you, and the missing features seem unimportant, then the new CR-V's great driving feel, new level of handiness and nice styling make it woefully easy to love. CR-V was the hardest test vehicle in a long, long time to give back.
2007 Honda CR-V
•What is it? Full remake of the small, four-door, five-passenger crossover SUV to broaden its appeal. Available in three grades, LX, EX and EX-L, with front-wheel drive (FWD) or four-wheel drive (4WD). Made in Sayama, Japan. Some U.S. market vehicles eventually will come from Honda's East Liberty, Ohio, factory, which already builds CR-Vs for other markets. Honda doesn't say when.
•How soon? On sale Sept. 28.
•How much? Prices range from $21,195 including $595 destination charge for LX FWD to $28,595 for EX-L 4WD with navigation system and backup camera. Dealer-installed options such as fog lights and running boards are extra. If you want a discount, wait for the pool of gotta-haves to drain and dealers to get hungry.
•Who'll buy? Honda's development target: "stylish young mom." College-educated, owns a small business, has a yearly household income of $90,000 and lives in an affluent suburb of a big city. Lots of empty nesters also expected.
•How many? 160,000-plus a year.
•What's the drivetrain? 2.4-liter four-cylinder engine rated 166 horsepower at 5,800 rpm (plus 10 hp vs. '06), 161 pounds-feet of torque at 4,200 rpm (plus 1 pound-foot and broader torque curve vs. '06); five-speed automatic transmission; traction control. Manual transmission no longer available. 4WD system usually is in FWD, sends up to 70% of power to rear wheels when fronts slip. Traction control manages side-to-side torque split.
•What's the standard safety gear? Expected bags and belts, front-seat side-impact bags, front and rear head-curtain bags, anti-lock brakes, stability control.
•What's the rest? Standard features include climate control; AM/FM/CD/MP3/WMA stereo with MP3 jack; power steering, brakes, windows, locks, mirrors; tilt-adjustable and telescoping steering column; remote-control locks; 225/65R-17 all-season tires, temporary-use spare.
•How big? Similar to Ford Escape, smaller than Toyota RAV4. CR-V is 178 inches long, 71.6 inches wide, 66.1 inches tall, on a 103.1-inch wheelbase (0.2 fewer inches vs. '06).
Weight is listed as 3,389 to 3,534 pounds, depending on model. Passenger space is listed as 103.8 cubic feet (100.9 equipped with sunroof). Cargo volume is listed as 35.7 cubic feet behind second row (plus 2.2 cubic feet vs. '06), 72.9 cubic feet when second row is folded forward (plus 0.9 vs. '06).
Rated to carry 850 pounds of people, cargo and vehicle accessories. Rated to tow 1,500-pounds.
Turning-circle diameter: 37.8 feet (curb to curb).
•How thirsty? FWD rated 23 miles per gallon in town, 30 on the highway. 4WD rated 22/28. Tank holds 15.3 gallons. Test vehicle trip computer showed 19.6 mpg in mixed suburban, highway driving.
•Overall: Missing some expected features, but who cares? Drives beautifully and handy as heck.
The renaissance of the small SUV segment began with the 2006 Toyota RAV4, which went on sale last December. It brought more room, more power and more sophisticated safety gear to the segment.
Now there's a flood of new or re-engineered models from other makers, including today's subject, a fully remade Honda (HMC) CR-V.
Wow, what an improvement. If you didn't know better, you'd think you'd jumped into an Acura luxury model, so solid and upscale does the CR-V present itself.
PHOTOS/AUDIO: Honda CR-V with Healey's comments
But despite apparent similarities and the premium feel of the new CR-V, Honda and Acura insist that CR-V and the Acura RDX have nothing in common.
MORE HEALEY: Test Drive archive
Unlike rivals, Honda hasn't stuffed a third-row seat into the vehicle. CR-V product planner Christina Ra says enlarging the vehicle to accommodate a third row would have been a mistake because owners consider it the perfect size.
In fact, the new one's slightly smaller. That's partly because the spare tire is now under the cargo floor instead of hanging off the back door and because the styling's less upright, more swoopy. The result is about 2% less overall passenger space, but more cargo space.
Dimensions notwithstanding, CR-V does not feel small or tight. It seems roomy for its overall size.
Honda stayed with a four-cylinder engine, period. Rivals assign four-bangers to their base models, and put V-6 engines into nicer versions. Or offer only V-6s. Ra says a V-6 would have required CR-V to be bigger. She says the four's also lighter for better handling and is less expensive.
Fuel economy's not much better, though. CR-V's four-cylinder sacrifices a staggering 103 horsepower and 85 pounds-feet of torque to RAV4's optional V-6 in return for a measly 1 mile per gallon advantage on government tests.
(RAV4's four-cylinder, same size and power as CR-V, gets only slightly better mileage.)
The CR-V four is lively and fun, if a tad coarse-voiced. The five-speed automatic shifts crisply and is well-matched to the engine, keeping it revving where it needs to be for good pep or good mileage, depending on the driver's right foot. But it's tough not to pine for the Toyota V-6's additional power, at little sacrifice in mileage, when you're toting a load, driving in hilly terrain, passing on a two-lane or merging onto a brutally fast big road.
To keep you from feeling blue, CR-V probably needs 25% more power or 15% better fuel economy without increasing the price or decreasing the engine's smooth personality. You're an engine company, Honda. Prove it.
Styling is the obvious change. Ra says a big change was needed: "Frankly, people were buying it in spite of the styling." And, she says, those who didn't buy often cited styling as the reason.
Moving the weight of the spare off the rear door allowed Honda to design a low-effort, swing-up tailgate to replace the sideways-swinging door. The gate provides a weather awning, handy for loading or unloading in the rain, and raises high enough for 6-footers. Trade-off: The spare is now a mini.
Other notable changes:
•Great steering and brake feel. Steady on-center and quick to respond to the driver's touch, the wheel feels connected not just to something, but something inviting.
Toe the wide pedal and the vehicle slows right now. No slop, but not touchy. Rare for a vehicle to get both those systems right.
•Bigger rear doors. Openings are larger, and the doors open to a wider angle. Makes it easier to get the baby in and out — moms with babies are the most-likely CR-V buyers, Honda says — and easier for your arthritic aunt, too.
•Lower step-in height. The seat cushions are about hip high, so you can get in and out without fuss.
•Revamped handling. It drives more like a sports sedan than an SUV. And the center of gravity is a bit lower, so it's more fun to fling. Less tippy-feeling.
•Useful rear room. The back seats slide fore and aft about an inch more than previously. The sliding permits tailoring for cargo or people, and the extra inch enhances that. There's sufficient leg and knee room in back for most riders, even when the front seat's fully back.
•New features and details. A navigation system and backup camera are available for the first time on CR-V. Telescoping steering column is standard. It wasn't available previously.
The so-called conversation mirror folds down from the ceiling to let you see the kids in back without turning around or wrenching the regular rearview mirror to an angle that prevents its intended use.
A rigid cargo cover stows on the floor out of the way or sits on a ledge to create both a shelf for light objects (20 pounds, max) and covered storage below. Ra says designers envisioned moms tossing strollers underneath, parcels on top.
The doorjamb decal specifying proper tire pressure and the maximum weight to be carried is highly readable, unlike some. It's a small matter with potentially big results.
All that thoughtfulness, plus the excellent driving personality, make CR-V almost too tempting. But some things might bug you:
•Nos. No power seats. No automatic climate control. No front-seat lumbar adjustment. No good place for the cellphone if the cup holders are in use. No auto-dimming mirror. No auto on-off headlights. No grocery bag hooks. No auxiliary sun visors (and the main visors don't slide, only swivel from front to side).
You can live without those, but you'd probably expect some of them, at least in the high-end EX-L model.
Ra says she hopes to add lumbar, power seats and auto climate control, but she can't say how soon.
•Noise. Not wind or tire noise; there's little of those, demonstrating good sound insulation. But the test vehicle, an early production model, had a slight buzz from the driver's door panel on coarse concrete. It wasn't present on other roads and eventually vanished on the concrete, too. (Has Honda invented the self-healing vehicle?)
Too, the six-disc CD changer whirred and buzzed loudly every time the vehicle was started.
•Easy things made hard. Nav control buttons are too small. (Use the voice commands, dummy, Honda says.) Child-seat latches on the test vehicle were buried deep in the back seat upholstery, hard to find and use.
If the power/mileage ratio doesn't bother you, and the missing features seem unimportant, then the new CR-V's great driving feel, new level of handiness and nice styling make it woefully easy to love. CR-V was the hardest test vehicle in a long, long time to give back.
2007 Honda CR-V
•What is it? Full remake of the small, four-door, five-passenger crossover SUV to broaden its appeal. Available in three grades, LX, EX and EX-L, with front-wheel drive (FWD) or four-wheel drive (4WD). Made in Sayama, Japan. Some U.S. market vehicles eventually will come from Honda's East Liberty, Ohio, factory, which already builds CR-Vs for other markets. Honda doesn't say when.
•How soon? On sale Sept. 28.
•How much? Prices range from $21,195 including $595 destination charge for LX FWD to $28,595 for EX-L 4WD with navigation system and backup camera. Dealer-installed options such as fog lights and running boards are extra. If you want a discount, wait for the pool of gotta-haves to drain and dealers to get hungry.
•Who'll buy? Honda's development target: "stylish young mom." College-educated, owns a small business, has a yearly household income of $90,000 and lives in an affluent suburb of a big city. Lots of empty nesters also expected.
•How many? 160,000-plus a year.
•What's the drivetrain? 2.4-liter four-cylinder engine rated 166 horsepower at 5,800 rpm (plus 10 hp vs. '06), 161 pounds-feet of torque at 4,200 rpm (plus 1 pound-foot and broader torque curve vs. '06); five-speed automatic transmission; traction control. Manual transmission no longer available. 4WD system usually is in FWD, sends up to 70% of power to rear wheels when fronts slip. Traction control manages side-to-side torque split.
•What's the standard safety gear? Expected bags and belts, front-seat side-impact bags, front and rear head-curtain bags, anti-lock brakes, stability control.
•What's the rest? Standard features include climate control; AM/FM/CD/MP3/WMA stereo with MP3 jack; power steering, brakes, windows, locks, mirrors; tilt-adjustable and telescoping steering column; remote-control locks; 225/65R-17 all-season tires, temporary-use spare.
•How big? Similar to Ford Escape, smaller than Toyota RAV4. CR-V is 178 inches long, 71.6 inches wide, 66.1 inches tall, on a 103.1-inch wheelbase (0.2 fewer inches vs. '06).
Weight is listed as 3,389 to 3,534 pounds, depending on model. Passenger space is listed as 103.8 cubic feet (100.9 equipped with sunroof). Cargo volume is listed as 35.7 cubic feet behind second row (plus 2.2 cubic feet vs. '06), 72.9 cubic feet when second row is folded forward (plus 0.9 vs. '06).
Rated to carry 850 pounds of people, cargo and vehicle accessories. Rated to tow 1,500-pounds.
Turning-circle diameter: 37.8 feet (curb to curb).
•How thirsty? FWD rated 23 miles per gallon in town, 30 on the highway. 4WD rated 22/28. Tank holds 15.3 gallons. Test vehicle trip computer showed 19.6 mpg in mixed suburban, highway driving.
•Overall: Missing some expected features, but who cares? Drives beautifully and handy as heck.