Studious Evolution

Going on sale Sept. 28, the new, third-generation Honda Motor Co. Ltd. CR-V compact cross/utility vehicle will be prominent mainly for what isn’t there: an optional V-6.

Whether it was good timing or a case of sticking to its broad corporate philosophy that prefers the most efficient option when possible, Honda engineers resisted the temptation to specify a V-6 for the CR-V.

The decision – surely made some years ago – seems practically clairvoyant, as consumers appear weary of their disposable income being drained by $3-a-gallon gasoline. Never mind every other competitor in this superheated segment now offers a V-6, including archrival Toyota Motor Corp., which for ’06 finally added an optional 3.5L 6-cyl. for its RAV4.

“We just didn’t feel we needed a V-6,” a Honda source says. “That’s why we have the (midsize) Pilot.” Nobody is ruling out a 6-cyl. CR-V in the future. Honda’s fine dual-cam 3.0L bent-six reputedly fits.

The ’07 CR-V is a studious evolution of the formula that has made Honda’s compact CUV a constant segment frontrunner (150,219 units in 2005, second only to segment leader Ford Escape’s 165,122).

The new CR-V is based on the architecture of the new Civic. Even Honda engineers admit there are few meaningful changes in the CR-V’s basic dimensions, the most notable being a cut in overall length of 3.1 ins. (7.9 cm).

This is largely attributable to the relocation of the spare tire from the tailgate to under the cargo floor, a wise design change Toyota snubbed for the latest RAV4.

The ’07 CR-V’s ground clearance is down to 7.3 ins. (18.5 cm) from its previous 8.1 ins. (20.6 cm) of ride height. No one bought CR-Vs for offroading, but many CUVs now are squatting in the 7-in. (17.8-cm) ground-clearance range, which makes them seem even more car-like.

Honda brags the step-in height for the CR-V has been lowered by 1.3 ins. (3.3 cm), and the hip-height seat does not require an average human to climb up to reach the seat cushion. Are buyers – 32-year-old “cool moms” in this case – now weary of the “command” driving position?

The lower-sitting driver is piloting 88 lbs. (40 kg) of weight gain, although that must be deemed acceptable given the new CR-V enjoys Honda’s safety-optimizing Advanced Compatability Engineering body structure and other occupant-safety accouterments, such as standard side-curtain airbags and stability control.

Handling on the front strut and rear multilink suspension is reliable, although not thrilling. Despite the lowered ride height, the CR-V at times feels top-heavy and leans too much in sharp corners.

The upside is standard 17-in. wheels and a recalibrated front suspension geometry that adds some genuine feel to the steering while delivering a supple and creamy ride quality. Whether it’s the new Civic-based underpinnings, those 17-inchers, the improved steering – or likely a combination of all – the CR-V now steers and rides like a more expensive crossover.

The 2.4L 4-cyl. is convincingly smooth, thanks to a pair of balance shafts and Honda’s new-for-CR-V torque-rod engine mounts, and plenty eager on the throttle.

At 166 hp, the 2.4L has 10 more ponies to help haul that extra 88 lbs., but there’s just one lb.-ft. (1.4 Nm) more torque to help get it all moving. Hooked to a standard 5-speed automatic, the powertrain is absolutely adequate.

The CR-V’s 5-speed automatic snaps to attention whenever the need arises, the rest of the time delivering the quick but mellow shifts that improve refinement.

Slightly revised is the optional all-wheel-drive system, which Honda says has been improved to deliver more engine torque to the rear wheels, but still only when the front wheels begin to slip.

The real change – and it’s entirely for the better – is the new CR-V’s sheet metal. The outgoing model was agreeable but nonetheless did little to mask its utilitarian design brief. The crisp and flowing shape of the ’07 model now makes a bald-faced stab at premium ground.

Inside is a sweeping facelift of the previous CR-V. Materials and fit-and-finish are atypically rich and uphold that Honda designed-in quality sensation – almost nothing feels “costed.”

Pricing wasn’t set as of mid-August but is expected to closely resemble that of the outgoing model. Honda says to expect prices starting at about $20,000 and running to $28,000.

The ’07 CR-V likely will conquer even more than its typical 150,000 annual throng of highly loyal buyers.

This latest CR-V has placed the last pieces of the puzzle: intrinsic refinement and genuinely upmarket styling.

Well, there might be one last piece – and it has six cylinders.