"New and Improved!" How many times have you read this slogan on the box, only to discover that things inside were certainly New, but not actually Improved? If truth in advertising were more strictly enforced, one might see slogans like, "New, and now slightly more terrible!"
So too with car companies, where the pressure to constantly bring new products to market can often result in a mis-step. Think of something like the 2008 WRX, which was a bit flobbery and rolypoly compared to the outgoing 2007 model.
Mistakes can be made, and it gets even worse when you've already got a best-selling winning formula. Do you step up your game with massive changes and innovation - and risk the fumble? Or do you play it safe, pile on the defence and hold the line?
All-new for 2012, here's the fourth generation of Honda's best-selling small crossover, the CR-V.
Hey, guess what?
Design:
Take one look, and I bet you'll know which play Honda is calling. There's a lot of new sheetmetal here, but you'll have to know where to look, or be really good at those "Spot the Differences" puzzles.
The 2012 CR-V shares the same footprint as the out-going model, and while the new front grille now matches that of the Accord, Odyssey and Crosstour, from there on back it's business as usual. Or at least, that's what your eyes would tell you.
Again, as with the Civic redesign, there's much that's changed, just that the original's conservatism remains. There's a bit of a faux skid-plate up front, a minimum of style lines on the flank, and larger vertically extended tail-lights. Better yet, the new CR-V has a squared-off back end with more room for cargo, but the tapered rear window gives the impression of a sleeker rear silhouette. I've decided to call this the Yoga Pant Effect.
All this nip-and-tucking of the outgoing model's "melting ice cube" shape has resulted in a trucklet that isn't flashy, but should age well. Verdict: Improved.
Environment:
Amongst all the players in the crossover segment, the CR-V was perhaps the one that previously felt the least car-like inside. With its captain's chairs and low centre console, the old CR-V always had a spritz of Essence of MiniVan about it.
This new model has an interior that is much more Accord sedan than Odyssey mini-van. The shifter is still mounted up high on the console, leaving plenty of room for bucketsized cupholders, but the overall effect is slightly less utilitarian.
Most of the plastic inside is the hard variety, rather than soft-touch. If you're like me, you'll wonder why the differentiation between the two is of such large importance to some reviewers. After all, hard or soft, it's just plastic, and the greater question might be whether or not it gives the impression that it's going be durable.
Good news: this is a Honda. While the silverpainted surfaces seem prone to scratching, the rest gives off the typical Honda impression that pretty much everything's still going to be working on the car when your children's children's children get their hands on it.
Speaking of kids, the rear doors on the CR-V swing open a full 90 degrees, handy for anyone wrestling with a rear-facing child seat - which are now required by law to be the size of a 1967 Volkswagen Beetle. Adult passengers will find these rear seats comfortable and spacious, although threeabreast seating is a trifle pinched.
Those of you considering a cute-ute for haulage duties will appreciate the new CR-V's flatter-folding seats. These fold with a one-touch, damped motion, either by pulling a tab if a side door is open, or using a lever located at the back of the car; pretty much the same way the Nissan Murano's rear seats have been folding since 2003.
Still, it's a nice touch for the cute-ute segment, and even better is the lower loading surface which should be a great boon for anyone ferrying around an older dog. Verdict: Improved.
Performance:
The 2012 CR-V has a 2.4L engine producing 185 horsepower and 163lb/ft of torque. This is an improvement of 5 horsepower and 2 lb/ft of torque over the outgoing model. Look out, Vin Diesel.
Also back on duty is the faithful old 5-speed automatic transmission, now with slightly tweaked gear ratios. Most other manufacturers are offering 6-speed automatic gearboxes, with Audi, BMW and Chrysler producing 8speed options.
But then, why bother? The CR-V's acceleration is perfectly adequate for the segment, and fuel economy (9.2/6.6L/100kms city/ highway - AWD model) borders on exemplary. It can be a tad noisy though, when pushed.
I also hope you made use of that flat-folding rear cargo area to pack your fun with you. The new electric power-steering is more boosted than the old CR-V, and while the handling is slightly improved - as well as the ride, with longer-stroke dampers - it stops well short of anything that could be considered sporty.
Like the new Civic, the CR-V can be switched into Eco mode by depressing a green button to the left of the steering-wheel. Doing so greatly reduces the sensitivity of the accelerator pedal. While forcing you to drive in the most fuel-efficient manner possible, it does make the CR-V feel very sluggish: leave this off if you're climbing a series of hills.
For most users, the front-wheel-drive CR-V will have all the functional practicality needed for daily life. However, it's worth noting that the new all-wheel-drive system is a bit better. Rather than the old "slip and grip" AWD, the new, lighter system provides better grip from a dead stop, and works with the stability control for better sure-footedness.
Verdict: Improved. Sort of.
Features:
Standard features on the CR-V are more plentiful than ever. The base LX version ($25,995+freight) is anything but basic, boasting Bluetooth handsfree, heated seats, keyless entry, and privacy glass.
Also standard - and an industry first - is a multi-angle rearview camera that combines with the full-colour multi-function display mounted high in the dash. Not that the CR-V is difficult to park, being about the same size as the old model, but this is an incredibly useful feature to have for that added bit of safety when backing out of a driveway. The ability to choose between three views is also great.
Moving up to the EX and EX-L levels adds niceties such as alloy wheels and a leather interior, respectively. Also available for the Canadian market is a Touring edition with Satellite Navigation and unique trim.
Patriotic-feelin' folks should take note that this new CR-V is built in Alliston, Ontario. Subdued styling, frugal operating costs, built two kilometres from a Tim Horton's: yep, sounds pretty Canadian to me.
Green Light:
Good-if conservative -looks; sensible cargo layout; excellent fuel economy; rock-solid reliability; very good projected resale value
Stop Sign:
Numb steering; some engine noise; few innovations; not particularly engaging to drive
The Checkered Flag:
Not the driving enthusiast's choice, but doesn't fiddle too much with what was already a winning formula.
Competitors:
Ford Escape ($21,499)
The CR-V might be the best-selling import SUV in Canada, but the Ford Escape is the best-selling SUV in Canada, period. Talk about your winning formula: Ford sold 44,248 Escapes last year in Canada. So, play it safe?
Not hardly. The new Escape is about as far from its boxy predecessor as you could get. Sleek and sophisticated, with engine options ranging from hyper-efficient to powerful, the new Ford is also full of high-tech gizmos: selfparking, MyFord connectivity, you can even pop open the tailgate by shaking your foot underneath the rear bumper-clever!
Mazda CX-5 ($22,995)
Riddle me this: how can a Mazda cute-ute with just 155 hp be so much more fun to drive than the CR-V? Answer: Zoom-Zoom.
No, really, the CX-5 is light and nimble with lots of lovely steering feedback: kind of like a Miata with a backpack. It's much more engaging than the CR-V, and not dissimilar when it comes to cargo room.
On the other hand, all those Skyactiv fuel-saving tricks - like the Ferrari-ish 13: 1 compression ratio - aren't as proven as the Honda's impeccable reliability record. What's more, you really have to rev the CX-5 into the stratosphere to get anywhere; it might not suit your driving style.
