Here at Tarmac, we usually have our review cars for a few days, and sometimes we have to fast-track our impressions. So when we get to have a car for a longer period of time, it’s a rare treat to truly analyze how well it fits into the intended customer’s lifestyle. Honda has risen to the occasion and let us test their full lineup of the new CR-V for several weeks. Matt has already written about the CR-V Sport AWD, and now you join me for the CR-V Sport 7. I’d love to crack a CR-7 joke here, but those are best left for Dave or Matt.
Apart from its initial generations, where the CR-V was finding its identity, Honda has followed an evolutionary rather than revolutionary approach to its design. Anything from the third generation onward feels like incremental refinement on a winning formula. That trend continues here. The dimensions, shape, and overall design elements have changed slightly, but it’s still unmistakably a CR-V.
The front and rear fascias bring modern touches seen in other Honda models, and the boxy shape maximizes interior space. The mandatory plastic cladding on the Sport grades adds a hint of adventure to what is otherwise a straightforward design. While some might call it bland, the clean lines help it fly under the radar and should age gracefully.
Honda’s recent interior designs have become more standardized across the lineup, which isn’t a bad thing when the formula is this good. The honeycomb element spanning the dashboard conceals the air outlets and adds an appealing texture. Physical knobs and switches control the essential features, and most offer satisfying tactile feedback. It’s a well-thought-out cabin.
The seats are comfortable, with plenty of adjustments and electronic easy-access features. Finding a good driving position is simple, and visibility is excellent—almost (I said almost!) justifying the omission of blind spot monitoring.
There’s not a single thing in this cabin that makes you go, “What were they thinking?” It’s 0% nonsense, 100% practicality. Storage solutions abound in the first row (though some could use softer materials to avoid rattling). Controls are intuitive and build muscle memory quickly, and there’s minimal second-guessing. The rear doors open to a full 90 degrees for easy ingress and egress, and the electronically-operated tailgate reveals a wide opening and a very usable boot space. Even in this 7-seater configuration with all seats up, there’s room for groceries or a short getaway.
The infotainment screen is good but not groundbreaking. Black levels, feedback, and responsiveness are adequate but not class-leading. It’s functional, not flashy. You get wireless CarPlay (wired Android Auto), and even the base sound system is respectable. Honda’s “auto lock” feature—which beeps when you close a door with the key outside the car to signal it’s ready to lock itself—was a pleasant surprise once I figured it out.
The key fob is linked to user profiles that load seat memory and other settings. The Honda Connect app adds even more convenience by letting you tweak configurations remotely. If I were to nitpick, I would have liked a 360-degree camera. My personal cars don’t have one, so I’m used to managing without, but it would’ve completed the CR-V’s already solid safety package.
The instrument cluster mixes an analog tachometer with a digital screen that simulates a dial while displaying additional information. It offers little customization but shows everything clearly and is controlled via the steering wheel’s thoughtfully laid-out buttons, which feel premium for this segment.
Under the bonnet, there’s Honda’s trusty 1.5L turbocharged four-cylinder engine. It delivers adequate power and torque, building speed steadily when prompted. However, under load at low speeds (e.g., taking off on an incline), the engine’s less-than-inspiring sound seeps into the cabin, momentarily disrupting the overall refinement. Still, it’s a competent powertrain that suits the platform well. My combined driving over more than 2,000km returned an average of 8.2L/100km, which was below what Matthew experienced despite my usually efficient driving.
The driving experience is relaxed and comfortable. Engage the physical, almost retro-feeling gear selector to “D” or “S,” and off you go. On motorways, the CR-V is impressively quiet thanks to extensive aero panels and soundproofing. The steering is well-weighted and direct, though feedback is minimal. Body roll is more of an indicator of limits than road feel, but the comfortable suspension keeps everything well-damped and never crashy.
Despite the “Sport” badge, there’s no real sporting intent here—just an “Econ” switch instead of drive modes. This reinforces the CR-V’s identity as a family-first SUV. It’s no canyon carver, but it is in very rarified air when it comes to handling day-to-day tasks. The CVT calibration is smooth, making stop-and-go traffic less of a chore. Auto Hold releases seamlessly, and the driver assistance systems strike an excellent balance between helpful and unobtrusive.
After more than a month, my time with the CR-V has come to an end, and it was genuinely hard to hand back the keys. In New Zealand, you can’t get all-wheel drive and a third row in the same CR-V, so you’ll need to prioritize one. Alternatively, consider the RS Hybrid for a different powertrain at the expense of both AWD and seven seats. The $2,000 jump to the Premium trim feels like a worthwhile upgrade at any submode for the added kerb appeal, but even the base models are well-equipped.
It is clear the CR-V is a car with no sharp edges. While that might not sound exciting, it’s a testament to the effort it takes to create such a well-rounded vehicle. It’s practical, reliable, and easy to live with, excelling as a family SUV. Over my extended time with it, the CR-V fit seamlessly into both my and my wife’s daily routines, shining in ways that few cars do. If you’re in the market for a practical, no-frills family car, the CR-V is impossible to ignore, and a mandatory shortlister. Thanks, Honda, for the opportunity, and thank you for reading!
