Despite having an eager engine and slick shifter, it must be said
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| Easy to drive, and easy to park, thanks to a tight turning circle. (Photo: Justin Couture, Canadian Auto Press) |
that the CR-V is not an enthusiast's vehicle. Mixed messages are conveyed while on the move; though the ride is firm, in an over dampened sort of way, the CR-V still manages to roll a lot in the corners. Even though I mentally prepared myself for a top-heavy SUV, the steering required me to retrain my driving tactics with its slower than normal gearing, but its ways are easily learned after a few minutes behind the wheel. With just the right amount of assist, the CR-V is not at all taxing to drive; it doesn't fidget or require constant adjustments to keep it on course, which is a welcome quality in a metropolis where a driver's undivided attention is required at all times.
The
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| RealTime 4WD is standard on all CR-Vs. It's also a part time system to save on fuel consumption. (Photo: Justin Couture, Canadian Auto Press) |
update to the CR-V isn't entirely cosmetic, the Japanese haven't left the intelligent RealTime 4WD alone. Along with the re-profiled exterior, it's been mechanically tweaked to deliver improved acceleration on slippery surfaces, like loose gravel or wet grass. That should suit most compact SUV customers just fine, considering that loose gravel or wet grass aren't in abundant quantities in the GTA, or any other major city in Canada. And, in times when the system does detect that traction is needed, last year's facelift also smoothed out the torque transfer; not to mention the dividends the system pays out in improved fuel consumption over a permanent AWD layout.
For being quite stylish on the outside, the interior is mildly
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| Game on! No, not really. CR-V's hand brake is vertical to save space, but looks like a joystick. (Photo: Justin Couture, Canadian Auto Press) |
disappointing. It just feels old, and not with the times. The dashboard, for example, glows in the same monochrome hue that a Tandy computer monitor did in year's past, which matches quite nicely with the vertical parking brake lever, a device reminiscent of the joystick that I once used to play Wing Commander. It even has a little 'hat' to release the brake, but, unfortunately, there's no trigger. Whatever's not moulded in tan plastic is trimmed in fabric that looks like old wallpaper, although the build quality is sturdy. On the down side, two-thirds of the multi-function steering wheel is wrapped in dimpled, golf-ball patterned plastic, which I found rather displeasing. Give me a leather-wrapped wheel any day, as the CR-V wheel's abrasive nature hurt my hands after fifteen minutes of lane changes and navigating congested city blocks.
But
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| Beige, tan, taupe... oh, and a bit of black to boot. (Photo: Justin Couture, Canadian Auto Press) |
this is all irrelevant; so what if the people in charge of interior design at Honda continue to live in 1988; I'm willing to let go of all of that because the CR-V's driving position is nearly flawless. You sit in the seats, instead of on top of the cushions, while the steering wheel, gearshift lever and armrests are all positioned at car-like heights. In fact, the view out of the CR-V is car-like too, but for the fact that you're sitting higher up in the air. As far as ergonomics go, they're nearly flawless, highlighted with big, chunky HVAC knobs. All, that is, except for the stereo, which forces you to lean forward across the car to switch tracks on your CD. There's just a general feeling that Honda could have done a little bit more to progress this interior, moving it into the 21st century.
