Car Reviews

Capsule Review: 2015 Honda CR-V Touring

brown-2015-Honda-CR-V-Touring-550x295The Honda CR-V was America’s best-selling SUV in 2014, just as it was in six of the seven previous years. (We’re using the term “SUV” loosely here in order to avoid constant delineation.) CR-V volume increased to previously unseen levels in 2014. Honda reported 335,019 CR-V sales last year, 28,807 more than Ford managed with its second-best-selling Escape; 31,115 more than Honda achieved with the CR-V one year earlier.


• USD As-Tested Price: $33,775

• Horsepower: 185 @ 6400 rpm

• Torque: 181 @ 3900 rpm

• Observed Fuel Economy: 23.8 mpg


American consumers look favourably upon Honda’s reliability reputation. The CR-V is also a long-established nameplate in a relatively fresh category. But there must be numerous other reasons for the CR-V’s wild success.

More specifically, there must have been numerous other reasons at the tail end of 2014, as a refreshed 2015 CR-V like the one Honda Canada sent to our driveway began to outsell not only all other SUVs with increasingly large margins but also all passenger cars, as well.

2015-Honda-CR-V-rear-550x327Clearly tens of thousands of consumers are willing to overlook the CR-V’s faults, few though there may be. The CR-V’s new continuously variable transmission, implemented surprisingly well alongside the a 185-horsepower 2.4L four-cylinder, periodically allows revs to fall so low that an unnecessary amount of vibration enters the cabin. This Touring-trim CR-V is the full meal deal, but it lacks any form of power adjustment for the passenger seat. The interior, particularly at this lofty USD $33,775 price tag, is mostly inoffensive but offers luxury only in terms of equipment, not in its materials or design flair. And the interior can certainly offend, with Lilliputian buttons accompanying a touchscreen which failed on all but one occasion to come to life before the five-minute mark of a morning drive. Speaking subjectively, the CR-V is not the prettiest girl next door – Paris’s Place de l’Étoile doesn’t have as many intersecting lines as the CR-V’s front end. We’re also left to wonder why Honda hires wheel designers whose efforts wouldn’t be good enough for Pontiac circa 2001.

However, the CR-V is near perfect where it counts. It’s less than 180 inches long but packs 101 cubic feet of completely usable passenger volume into the tidy package. Rear seat passengers enjoy a flat floor that makes three-across trips a distinct possibility. Rear seats up, the CR-V provides 37 cubic feet of cargo capacity. The Ford Escape is one inch shorter than the CR-V, bumper to bumper, but offers 8% less cargo volume, 3% less passenger space, and 4% less rear legroom. It feels like the dimensional differences are more distinguishable than those figures suggest, especially aft of the rear seat.

2015-Honda-CR-V-Touring-interior-550x365For young families who might have sought out an Accord in a previous era, the 2015 CR-V’s space efficiency, easily accessed seat-folding levers, low load floor, and semi-lofty ride height form a winning ticket.

Fortunately, it drives nicely, as well. There is nothing sporty here, although the steering is well weighted and the brake pedal is nicely modulated. The CR-V accelerates more swiftly than you might expect for a 3642-pound high-rider: Car & Driver says 0-60 mph takes 8.2 seconds. Especially as revs rise to a more Honda-like level, the CR-V doesn’t require more power, but don’t take that as an indication that the CR-V will adequately satisfy your urge to scoot up off-ramps like your fellow hockey parents in their Santa Fe Sport 2.0Ts and Forester XTs. It won’t.

The CR-V may not ride quite as sweetly for MY2015 as it did before the refresh, but overall refinement is still the name of its game. Of greater consequence is the fact that the 2015 CR-V continues to marry subdued ride quality to a nimble chassis. Honda engineers crafted an SUV that feels decidedly compact in routine driving and one which remains rather level-headed through corners, seemingly treading the middle ground between the mature Nissan Rogue and the enthusiastic Mazda CX-5.

2015 CR-V Tourings include most of the features from Honda’s storehouse: all-wheel-drive, navigation, LaneWatch (right side only, of course), keyless access, perforated leather seating, power tailgate, sunroof, and a bevy of safety abbreviations from ABS, EBD, and VSE to CMBS, ACC, LDW, and LKAS, the final being a semi-autonomous steering function that helps to reduce driver fatigue on long highway stints.

2015-Honda-CR-V-little-buttons-550x365CR-Vs start at $24,325 in LX trim. All-wheel-drive adds $1250 to the price of any equipment level: LX, the $26,425 EX, $29,025 EX-L, $30,525 EX-L Navi, or the $32,525 Touring. We averaged 23.8 mpg over the course of a week with the CR-V Touring AWD, which tips the scales with 145 extra pounds compared with the base all-wheel-drive CR-V. Cold temperatures, winter tires, frequent snow coverage, and a disproportionate amount of time spent in the city caused the CR-V’s observed fuel economy to come up short of both the official combined rating of 28 mpg and the 26 mpg city rating.

The CR-V is certainly not the most exciting small utility vehicle on the market today, nor is it the only one capable of cramming a shocking amount of humankind and stuff into a small space. But it does most things better than most of its potential competitors. There are a couple of niggling issues Honda could quickly resolve, but clearly no issues Honda needs to resolve in order to keep the CR-V at the top of the sales leaderboard.

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