2011 Honda CR-V Review and Prices

Styling: The 2011 Honda CR-V styling will mirror the 2010 CR-V’s. That means it’ll carry over the only appearance alterations made to this generation of CR-V. The changes were subtle: the 2010 CR-V’s grille was simplified with fewer horizontal bars and a mesh lower insert, and the look of the nose and tail was modernized by extending the body-colored bumpers into areas previously covered with black cladding. Inside, some dashboard backlighting was clarified. Expect the 2011 CR-V to gain a new trim level because Honda tradition calls for the last model-year of any design generation to be marked by a special edition. Indeed, Honda usually labels such models Special Edition, or SE, and occasionally has distinguished them with slightly different trim details. Nothing for model-year 2011, however, will alter the essential shape of this five-passenger crossover. The 2011 CR-V will continue to look upscale and friendly without appearing pretentious or feminine. Dimensions won’t be altered, either, and the 2011 CR-V will remain among the smaller compact SUVs. That’s great for parking and maneuverability. Yet smart packaging means the 2011 CR-V has one of the roomiest cabins in the class, with fine space for four adults, five if the back-seaters are fond of one another. And at 35.7 cubic feet behind the rear seat and 72.9 cubic feet with the rear seatbacks folded, the 2011 CR-V has more cargo volume than a host of bulkier rivals. The 2007-2011 CR-V is based on the same basic engineering as the 2006-2011 Honda Civic. It’s that car-type construction, in which body and frame form a single unit, that qualifies the CR-V as a crossover. “Unibody” construction, in fact, is the prevailing design for today’s compact and midsize SUVs. It has replaced truck-type engineering, in which a body is attached to a separate heavy-duty frame. Unibody design isn’t as suited for heavy-duty towing or off-roading, but its lighter weight benefits handling and fuel economy.

Mechanical: The 2011 Honda CR-V is mechanically unchanged from the 2010 model. If the Honda CR-V has a weakness, it’s acceleration. This SUV moves along nicely in routine driving. It’ll keep up with fast-moving traffic if it’s lightly loaded and the driver is willing to use lots of throttle. But put three or more aboard, start stacking the luggage, and the CR-V struggles to merge or pass without drama and sidles into the slow lane on steep inclines. Some competitors offer a V-6, but the 2011 CR-V’s only engine is a 2.4-liter four-cylinder. Its 180-horsepower rating is actually higher than any comparable four-cylinder rival’s, but the CR-V is among the heavier crossovers in the class. And with just 161 pound-feet, it has less torque than the norm. Torque – the force that gets you moving -- is more important to the feel of acceleration than horsepower -- the energy that keeps you moving. The 2011 CR-V retains a five-speed automatic as its sole transmission. Rivals are rapidly advancing to more efficient six-speed automatics, and besides lacking that extra gear, the CR-V transmission tends to hunt annoyingly between ratios and frustratingly delay downshifts. The 2011 Honda CR-V remains front-wheel drive and is available with all-wheel-drive (AWD). Typical of crossover AWD systems, this one automatically shuffles power rearward when the front tires lose traction and isn’t designed for severe off-roading. Neither is the CR-V. It has a modest 6.7 inches of ground clearance. And its AWD system lacks a provision, found on most rivals, that enables the driver to lock in a 50:50 front-rear toque split at low speeds to maximize traction. Still, if you live where it snows and are considering a CR-V, we highly recommend an AWD version because front-drive models have notably poor traction when the white stuff piles up. Once a paragon of refinement, the CR-V now suffers a little too much tire roar, coarse-road vibration, and wind noise compared with newer, quieter rivals. Ride and handling remain CR-V high notes. This crossover feels light on its feet in changes of direction and its suspension balances compliance with good control. All CR-Vs will again come with 17-inch wheels and tires.

Features: Given Honda’s record of closing out model cycles by adding a new trim level, expect the 2011 Honda CR-V lineup to grow to four versions from three. Each will be available with front-drive or AWD and come with a laudable array of safety features, including antilock four-wheel disc brakes and an antiskid system. The 2011 CR-V will continue in familiar LX, EX, and top-line EX-L models. If Honda adds a model, it’s likely to call it the SE. Traditionally, such special editions have slotted midway up the model ladder and cherry picked features from models above and below to create an attractive value package. The 2011 CR-V, however, likely will continue to reserve leather upholstery for the top-line EX-L, model – that’s what the “L” stands for. The EX-L also has traditionally been the lone CR-V model available with a navigation system; that’s unlikely to change for model-year 2011. Honda for 2010 did take the overdue step of modernizing the CR-V’s audio system to include USB connectivity for iPods and other MP3 devices. Similarly, it added Bluetooth cell-phone linking, a power driver’s seat, and dual-zone automatic climate control. However, it confined the USB interface and the power-seat and climate upgrades to EX-L models and it limited Bluetooth to EX-L models with the navigation system. We’d urge Honda to take this opportunity to make the USB and Bluetooth technology available on more than just the most-expensive versions of the CR-V. Expanding these features beyond the EX-L level might give the marketing folks fits: they could argue it dilutes a drawing card for the EX-L, which accounts for about 25 percent of CR-V sales. But it’s a perk buyers of other CR-V models deserve and would make the 2011 CR-V more competitive with rivals that install Bluetooth and USB linking on a wider range of models within their lineups. That’s where our beef with the CR-V’s cabin ends. This airy passenger compartment is pleasantly laid out, with ergonomically sound controls, clear instrumentation, and solid, upscale materials. The navigation system’s doesn’t consistently understand spoken commands, but you’ll never tire of the short-stroke precision and tactile rewards built into every button and knob.