The Honda CR-V was first launched in 1995, and brought a mix of SUV practicality and
car-like road manners to the market that was previously almost unheard of.
While those of a camo-wearing disposition may have bemoaned its lack of solid axles
and cart springs, everyone else could see it for what it was - practical, year-round
family transport - and it went on to sell more than five million units.
With demand for ever more efficient vehicles increasing, Honda responded with this, the
fourth-generation CR-V, featuring a more aerodynamic shape, up to 12% reduction in emissions, and
even the option of two-wheel-drive.
The new shape loses the somewhat snouty appearance of the previous model, and gains a more rugged
look, particularly with the new front grille and headlights.
CR-V staples such as the vertical tail lights and the rufty-tufty wheel-arch extensions
remain.
Our test car is a range-topping EX model, and features leather interior, power tailgate
which we'll play with later, xenon headlights, keyless entry - which, with the fob in your
pocket, unlocks the doors automatically as you pull the handle, and locks using a button
on the fob or the door - and 18-inch alloy wheels.
The CR-V's interior has taken a step or two upmarket, with many of the materials chosen
specifically for Europe.
It's more spacious, too, with increased headroom and a greater range of adjustment for both
seats and steering wheel.
Light floods the interior on top spec models through the panoramic roof, revealing a clean
and simple layout to the dashboard.
There's a welcome absence of buttons in here, with easy-to-understand controls for the dual-zone
climate system, and a restrained, perhaps even elegant design for the instrumentation.
There are a number of useful storage areas around the cabin, including a large central
compartment beneath the armrest, complete with charging point and ports for the multimedia
system.
Honda have managed to do away with the transmission tunnel in the rear of the CR-V, and this creates
plenty of foot-room for all three rear-seat passengers.
However, the CR-V's real party trick is in the way those rear seats fold.
Tug a lever mounted in the boot, and the seats perform a ballet all of their own: the seat
base lifts up, the headrest tucks in, and the seat back folds flat in one, swift movement.
Clever.
Top-spec models benefit from the always-fun-to-play-with power tailgate, while all CR-Vs have a low
boot lip and a wide opening to make cramming it with a fortnight's luggage a doddle.
With the rear seats in place, there's 589 litres to fill, rising to 1,648 litres with
the seats folded.
There's even a space to stow the cargo cover when it's not in use.
Three engines are available in the CR-V. A new 1.6-litre diesel which we'll drive in
a few weeks, a 2.0-litre petrol with 155PS that's available with the option of two wheel-drive,
and this, the 2.2-litre diesel with 150PS and a chunky 350Nm of torque.
The 2.2 is faster, more economical and cheaper to tax than the 2.0-litre petrol, making it
our pick of the range.
Other than the trademark high-pitched whistle that seems common to all Honda 2.2 units,
it keeps its diesel-ness largely confined to the engine bay, with only a slight gruffness
under load to give the game away.
Peak torque arrives at 2,000rpm with a definite shove and, this being a Honda unit, you can
rev it if you want to.
However, there's little to be gained by doing so - better to change up early and surf the
wave of torque.
The gearbox is a happy participant in this as a driving style, and although the dash-mounted
lever can issue a few clunking noises, the movement through the gate always remains smooth.
The ratios are well-chosen, too.
A shift indicator in the instrument pack politely coaches you in the art of driving economically,
and doing so causes the outer rim of the speedo to glow a subtle green colour as a reward.
Further environmental friendliness can be engaged with the Econ Mode, which recalibrates
the throttle response for a softer power delivery, and allows the climate control to exercise
a degree of flexibility as to when to run the air conditioning compressor in order to
save fuel.
All manual models have stop/start to cut the engine when waiting at traffic lights.
Honda say the CR-V's suspension has been specifically tuned for European markets, with a focus on
high-speed stability and refinement.
Certainly, the CR-V has a grown-up character to it - it's stable at speed, wind and tyre
noise are well supressed, and there's a sensation of quiet calm that fills the cabin, making
it the ideal vehicle for a long-distance family get-away.
It's just very easy to live with.
The CR-V has been something of a success story, both for Honda, having recorded five million
sales, but also for Britain, where it's now built.
The new CR-V takes the formula proven by its forebears and adds a new string to its bow
- efficiency - while at the same time, maturing the overall package into something that's
likely to appeal to a wider audience.
If you've got a family and are fond of long-distance touring and camping holidays, there are few
vehicles that offer such a broad spread of versatility.
Perhaps that's what the 'V' stands for in CR-V.