2014 Honda CR-V

2014 Honda CR-V

The 2014 Honda CR-V isn’t exactly sprightly, but it nails efficiency on a few levels and finally brings more features to the family-wagon fight.

• Interior / Exterior »

If you’re not the type to follow the intricacies and evolution of new-car styling from year to year, in all likelihood today’s 2014 Honda CR-V looks much like that of a couple of years–or perhaps, even five years ago. Yes, the CR-V still doesn’t have the rakish profile and arched roofline of the Ford Escape; but it has more of what families need because of it.

With its last full redesign, for 2012, the CR-V got what looked like a light evolution on the outside, with spruced-up front and rear styling. Only when you really get close to the details do you see that with the last round of changes the roof dropped slightly, the rear pillar thinned out and got a little steeper.


What results is a crossover that looks down-to-business, but not necessarily pretty. The silhouette is a little bulbous and ungainly from some angles, but all about practicality, it seems–and that all makes sense taking a look inside. In cabin layout, it’s both attractive and straightforward—although up close some of the details reveal themselves as either done on a budget or with kids and spills in mind.

We also appreciate how Honda has kept the CR-V out of their drive to push interior design in new, ‘edgy’ directions that don’t always work. For instance, it avoids the chunky, overwrought-and-cluttered look of the larger Pilot, as well as the odd asymmetries of the Civic–and you won’t find the confusing layout from Accord models, with two levels of screens, here. On most models, there’s a small, five-inch ‘i-MID’ trip computer and audio screen, with audio controls and climate controls just below.

• Performance »

The 2014 Honda CR-V has performance that largely fits its mission. It’s perfectly adequate for families, with no V-6 or turbocharged engine. But we have to caution that the whole driving experience is a little lacking in excitement.

Nearly every other compact crossover you might cross-shop now includes either a direct-injection engine or a six-speed automatic transmission–or both–but the CR-V is a little behind the times, with its older-tech engine and five-speed automatic.

That said, those shouldn’t be barriers at all for considering the CR-V. The CR-V’s engine, a 2.4-liter i-VTEC in-line four-cylinder, remains one of the smoothest fours in this class, with nice, even power delivery all the way up to redline. Shifts are smooth, and the transmission will downshift quickly when needed—which is rather frequently, as the taller ratios that Honda subbed for the current generation (for better fuel economy) leave the engine a little less at ease in its upper gears.

Sportiness isn’t really part of the driving experience. Handling is safe, but a soft suspension and tall tire sidewalls are there fro ride quality, not for carving canyon roads. The electric power steering is the only letdown against expectations; it’s just not as nicely weighted as other systems and requires more frequent small adjustments.
If you’re counting on the CR-V to get you out to a trailhead or campsite, it’ll probably be good for the task if the going isn’t too tough (the CR-V really isn’t meant for off-roading). Models with the so-called Real Time AWD system are very capable on snow-covered roads, or even mud, and the system doesn’t require the front wheels to spin before sending more power to the back.

It’s easy to see why Honda’s CR-V has been one of the top compact crossovers in America for most of the past decade. It caters to families with safety features and ratings above par, and ensures its passengers and cargo will all find enough room to coexist peacefully.

Essentially unchanged for the 2014 model year, the CR-V is aimed at buyers who need space, reliability, and safety and put a priority on them over dazzling styling or handling. With the Honda, you get a carefully edited set of trim levels and options, and a single drivetrain, with a choice of front- or all-wheel drive. It makes the shopping process quick and easy, at least.
With the CR-V, which was last fully redesigned for 2012, Honda has one of the best-selling compact crossovers, though its interior volume ventures near mid-size territory. That helps the CR-V deliver on the “utility” part of the title, offering more interior space and hauling capability for people and their possessions than the Civic, even than the Accord. It’s the epitome of compact crossover versatility and space efficiency.
The raw space is laid out efficiently, and Honda fits it with the best rear seat-folding arrangement of any vehicle in the segment. And that’s combined with impressive back-seat comfort and good ride comfort in general. Open one of the back doors, and with one arm and a simple pull of a strap, in a very fluid motion the lower cushion tumbles forward into the footwell, the headrest angles forward, and the rear seatback flips forward, all tucking nearly behind the front seat, to a completely flat position. Cargo loading is also a snap, as the liftover height is only 23.6 inches. And up front, there’s a minivan-like selection of cupholders, cubbies, and cargo trays.

That cleverness doesn’t translate to exterior styling, or to performance. The CR-V is fine for a family vehicle, but lacks design pizazz. Its exterior evolved slightly last year, with front and rear styling updated a bit and the front end made noticeably more like that of a car. The cargo floor was lowered a few inches, as was the seating, which opened up more space. Still, the net effect of these inside-out design changes is that the CR-V can appear homely from the outside against stylish, rakish (and space-compromised) entries like the Ford Escape or Kia Sportage.

Unlike earlier Hondas, the CR-V isn’t any more rewarding to drive than its competitors–but that doesn’t matter. The CR-V isn’t about excitement as much as it’s the choice of those who want a safe choice and reliable transportation, hold the dazzle. Compared to other vehicles in its class, the CR-V doesn’t steer or handle with much verve. It retains a five-speed automatic at a time when most rivals have moved to six speeds, and its engine forgoes direct injection. What you get for performance is smooth and even–just not all that quick. The CR-V isn’t the trail vehicle that some of the hardier crossovers like a Subaru Forester or Jeep Patriot are, but its available Real Time all-wheel drive is a good tool set for snow-covered roads, or even mud.

Part of the lackluster performance is due to Honda fitting taller gear ratios to boost fuel economy. Its EPA ratings land at 23 mpg city, 31 highway with front-wheel drive, or 22/30 mpg with all-wheel drive—making it the most-efficient all-wheel- or four-wheel-drive vehicle in this class. Just as in some of Honda’s other models, there’s a big green ‘econ’ button on the dash, to engage more frugal parameters for the powertrain and A/C.

Safety is another high point for the CR-V. In National Highway Traffic Safety Administration (NHTSA), the CR-V has earned five-star results overall, as well as in frontal and side impact testing. It’s also earned top ‘good’ scores in all tests from the Insurance Institute for Highway Safety (IIHS) and is a Top Safety Pick (although it’s missing the top-notch small-overlap score that the Civic sedan achieves). A Multi-Angle Rearview Camera is available and offers three different views (wide, normal, and top) to help you see obstacles (or children).
The CR-V keeps pace with the market in terms of connectivity, and it includes a well-rounded feature set. Inside, the simplified, streamlined center console serves it well, with climate controls just below audio controls, and a small, five-inch ‘i-MID’ trip-computer and audio screen just above it all. But note that if you want extras like a navigation system or satellite radio, you may have to move all the way up to the much more expensive EX-L model. There, you get upgraded interior trims, plus leather upholstery, a ten-way driver’s seat, heated front seats, automatic climate control, heated mirrors, and a higher-power (328-watt) audio system with subwoofer.
Photo Gallery: Honda USA

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