Honda CR-V Review (2006-2010)

When Honda launched the original CR-V in 1997, it was a utilitarian compact four-wheel drive car for those who wanted year-round mobility rather than the go-anywhere ability of a properly rugged SUV. Fast forward almost a decade, and the third generation retained the trim dimensions but became a more glamorous family car.

The CR-V is actually shorter than Honda’s Accord saloon, but thanks to its off-roader-like height, it has an imposing presence. The interior styling divides opinion, as some find the facia cluttered, while others appreciate that Honda intended the space around the driver to be like an aircraft cockpit, with all the controls quickly visible and within easy reach. There are too many bits of shiny plastic inside the cabin for the CR-V to feel as plush as, say, a Volkswagen Tiguan, but at least it’s robust.

Although it lacks the seven-seat option of some rivals, the CR-V is spacious, a benefit felt most acutely in the back, where there’s plenty of room for knees and heads.

The rear seat splits 40:20:40 – which means you can carry a long load between two rear passengers – and the outer seat backs recline for greater comfort on long journeys. The back seats also slide fore and aft, depending on whether passenger comfort or luggage space is your priority on the day.

Not that you'll need to use those sliding seats to free up more luggage space very often, mind, because the CR-V has one of the largest boots of any car in the class.

The engine line-up for the CR-V is simple. There’s a 2.2-litre i-CTDi turbodiesel producing 138bhp, and the version that replaced it in the facelift of 2010, the 148bhp i-DTEC of the same size. There’s just the one petrol unit, the 148bhp 2.0-litre i-VTEC. The diesels are refined, punchy and reasonably economical, while the petrol engine has to be worked hard to make progress.

A six-speed manual gearbox is standard and there’s also a five-speed automatic. All CR-Vs have part-time four-wheel drive, which sends drive to the rear wheels only when conditions make it necessary for improved traction.

It’s the ideal vehicle for travelling long distances effortlessly (as many existing owners do), with fine visibility and room for passengers to stretch out. Its weak points are tyre noise on motorways and the choppy ride quality when fitted with 18-inch alloy wheels.

Even the entry-level CR-V SE is well equipped as standard, featuring air-conditioning, front- and rear electric windows, a multi-function steering wheel with controls for the audio system and reach- and rake adjustment, as well as electrically adjustable and heated door mirrors and a CD player.

From 2011 onwards, there were various options packs for the SE that added alloys, a satnav for the infotainment system, cruise control, front fog lights and parking sensors.

The CR-V requires servicing every 12 months or 12,500 miles and, given the age of the car, this is something you’ll probably want to have done at a good quality independent specialist rather than at a Honda dealer, because it’ll likely be considerably cheaper. However, Honda operates a scheme for cars more than three years old: the basic plan is called Honda 12 and includes an oil and filter change plus a comprehensive inspection of the car’s overall condition. Honda 12+ offers all the above, plus a change of air filter, pollen filter and brake fluid. At the time of writing, these respectively cost £240 and £335.

Honda has a fixed-price menu for essential repairs, which again gives you a starting point to work out where to have your CR-V looked after. For instance, the CR-V’s brake fluid needs changing every three years or 37,500 miles and costs £80. Every five years or 62,500 miles you’ll need to splash out £123 on renewing the engine coolant, and an aircon service costs £70. Brake pads on their own – either front or rear – are £145 at Honda prices, and if the car needs fresh discs as well, that’s £352. All prices were correct at the time of writing.

Of course, it greatly depends on how the CR-V in question has been driven, but the clutch tends to last about 80,000 to 100,000 miles. If the car you’re looking at has that sort of mileage, it’s worth bearing in mind that a new clutch (as part of Honda’s fixed price scheme) costs £864, though possibly less if you shop around at reputable clutch specialists.

The official average fuel economy figure for the CR-V diesel is 43mpg, and while real-world driving always slices a chunk off such claims, owners have reported that it’s easy to get 39mpg in mixed driving. One report we saw claimed to have averaged 36mpg over 180,000 miles from the diesel engine. As for the 2.0-litre i-VTEC petrol, the official mpg claim is 34, but some owners reckon 28mpg is more realistic. The CR-V’s insurance groups are a tight huddle at 27-28.

The good news is that the CR-V is generally a very reliable car, in keeping with Honda’s reputation, but there are a few things to look out for.

A groaning noise from the rear differential usually means it has been filled with the wrong grade of lubricant. Often, flushing it out and refilling it with the proper stuff will make the annoying sound go away. Another aural irritation can come from the clutch pedal; if it squeaks persistently then the only cure is a new pedal box and clutch master cylinder.

If the steering clunks and judders in tight corners and the car pulls to the left, this can be because of the wrong spring being used in the construction of the steering. Honda should have sorted this out on all CR-Vs by now, but some cars may have slipped through the net.

A rattling noise from the engine bay can be from a failed air-conditioning compressor. Again, this is something that Honda should have attended to when the car was newer, but if you suspect that a rattle is air-con-related and the system isn’t blowing icy cold, then be cautious – getting a new air-conditioning compressor fitted could cost four figures at a Honda dealer, but less at an aircon specialist.

Another potentially expensive, although uncommon, problem concerns the petrol engine’s cylinder head. A manufacturing fault caused excessive oil consumption, and while Honda pitched in with the cost of a replacement head when the CR-V was new, it won’t do so now. Again, this should have been dealt with on any affected car, but if not, it’s about £1,500 for a new head.

The CR-V can also suffer from a couple of cosmetic blights. The lacquer on some of the alloy wheels can peel and leave the metal beneath to corrode and look scabby. And the rubber seals around the taillights are known to leak, causing the lights to mist up and allowing unsightly mould to grow.