Owner Manual PDF

Price as tested: €37,785

+ Space, quality, comfort, steering, off-road ability, styling
– Cabin too plain for this price level, some refinement issues
= A solid SUV from Honda, but will find life tough against sharp competition

It seems almost crazy to think of it now, but back when the original Honda CR-V was launched, the Japanese brand controlled one quarter of the Irish SUV market. Back in 1998, it seemed, we just couldn't get enough of one of the original soft-roaders.

Spool forward to 2012 and things have changed rather a lot, not least of which, the CR-V itself. The outgoing generation was larger than before, and centered around a Diesel engine rather than the petrol-focused original. High in quality and comfort, it was a rival to the likes of the BMW X3 and Audi Q5 as much as its more obvious sparring partners, the Toyota RAV 4 and Ford Kuga. But good car though it was, the outgoing CR-V had to content itself with a much smaller slice of the market, not least because instead of the mere handful of rivals the 1998 original had to contend with, now there is an army of them.

With this new generation model of CR-V, Honda will be trying to claw back some of that original sales dominance and it's going about that in three distinct ways.

For a start, the new CR-V carries over the previous models' two most successful features; its cabin space and its 2.2-litre 148bhp diesel engine. The spacious interior and cavernous boot mark the new CR-V out as one of the few SUVs that can actually boast proper Utility; you can really cram it full of people and cargo, not something you can say for all  of its rivals.

Meanwhile, the still-excellent 2.2-litre iDTEC engine, while it lacks outright power compared to such rivals, is still smooth, punchy and impressively economical. It has even managed to drop a tax band, from Band D to Band C, saving owners a significant amount in annual motor tax.

The second strand to the CR-V's strategy is its styling, which looks much bluffer and more striking than it did before. The old CR-V always looked a touch apologetic. This new one is much more assertive, and all the better for it.

Finally, Honda has realised that it must compete on price, and the most affordable version of the new CR-V clocks in with a €37,795 price tag – within €1,000 of its most significant new rival, the new Hyundai Santa Fe.

The CR-V can even trade equipment and specification blows with the Hyundai, for while it lacks some toys as standard (such as Bluetooth phone connection, and it also lacks the Hyundai's seven seat layout) the CR-V comes with four wheel drive as standard.

And that all-wheel-drive is not just there for show. Honda was quite happy for us to take our test car off into the muddy outback, slipping and sliding over surprisingly tough terrain. Few owners, if any, will put it to the test, but the CR-V can certainly tackle the rough stuff.

On the smooth, it's as good as ever, retaining the old CR-V's combination of tidy handling, a comfortable ride quality and sharp, alert steering. Again, it's very close to the Hyundai in dynamic terms, and that's a good ball park to be in.

There are two let-downs to the CR-V though, and both of them are inside. We've already mentioned the excellent space, and the seats, both front and rear, are comfy and supportive. But there's a lack of flair to the cabin design and layout, a sense of plain-ness that disappoints, especially given Honda's premium-status aspirations.

That's not helped by a distinct, bassy boom that comes up from under the boot floor, and makes its presence known throughout the cabin from speeds as low as 70kmh. It's a black mark against the CR-V's refinement, which is a shame.

Those two issues apart, though, it's hard not to like the CR-V. The new styling is pleasingly distinctive, the engine and chassis as good as ever and the cabin and boot as spacious as you could hope. We can't think of a good reason why it wouldn't be close to the top of your SUV shopping list.

Well, actually, there is one good reason. It's that this 2.2-litre, 4WD CR-V might not be the best CR-V to buy. Later in 2013, there will be a front-wheel-drive CR-V, using Honda's all-new 1.6-litre Diesel engine, that will be more affordable again and will, apparently, boast astonishingly low 99g/km Co2 emissions, putting this large, spacious SUV on a tax band par with the likes of a Volkswagen Golf and Ford Focus. So while we like this new generation of CR-V, it might be worth holding off on buying one for a while yet...


Honda CR-V 2.2 iDTEC SE
Price as tested: €37,795
Price range: €37,795 to €50,095
Capacity: 2,199cc
Power: 148bhp
Torque: 350Nm
Top speed: 190kmh
0-100kmh: 9.7sec
Economy: 5.6l-100km (51mpg)
CO2 emissions: 149g/km
Road Tax Band: C. €330
Euro NCAP rating: Not yet tested

Price as tested: €36,995
+  Style, comfort, dynamics, engine, quality, price, equipment
–  Some cheap cabin bits, 3rd row seats very small
=  Could genuinely take the game to the premium brands



The first thing that strikes you when you climb aboard the new Hyundai Santa Fe is that you’d be very happy to do a very long journey in one. The seats are comfy, the quality of the cabin excellent and the steering wheel, in spite of some oddly slippery leather wrapping (was someone a bit too enthusiastic with the old Son-Of-A-Gun?) feels good in your hand. As a driving environment, it’s a hard one to beat.

That’s a confirmation confirmed when you twist the key and fire up the upgraded 2.2-litre diesel engine. Aside from a brief burst of diesely-clatter on a cold start, it’s a remarkably refined engine, something that becomes even more remarkable when you realise that our test car had just 94km on its odometer. If it’s this good now, it could potentially be even better with a few loosening-up miles on the clock.

Select first and nudge out of the gate and do all those positive first impressions survive a meeting with the road?

Well, we’ll get to that in a minute, but for a moment, let’s consider the Santa Fe’s place in Hyundai’s firmament. I have to confess that I despised the original 2000 Santa Fe. Rugged and reliable it may have been, but it was lumpy to look at, lumpy to drive and had some of the most uncomfortable seats I’ve ever sat on. The 2007 replacement then, was as much relief as revelation, and a precursor to the recent product revolution at Hyundai, arriving as it did just ahead of the first generation of Hyundai’s i-models. Now, the Santa Fe could boast pleasant styling, a useful seven-seat cabin (even if the third row of seats was suitable only for small children) and competent on-road dynamics. And decent seats, thank the lords of motoring.

Since when, Hyundai has been on a major roll, with cars like the i30, i10, ix35, i40 and Veloster coupe proving that it can now make cars that are not only good, but good enough that the company can effectively abandon its old pricing policy. Whereas Hyundais of old would always be priced around €1,000 or so cheaper than the likes of a rival Ford or Toyota, now the prices are comparable, even if Hyundai continues to offer better value for money in terms of equipment and its impressive five-year warranty.

Certainly, you would have to say that the new Santa Fe requires no financial incentive if you were to judge it on looks alone. The photos simply don’t do it justice, as it looks classier, chunkier and more substantial by far in the ‘flesh’ than it does on the screen. There is a genuine sense of style to the Santa Fe now; the slightly upright, plain and simple look of the old one gone  and replaced by a thrusting look, quite American (not surprising considering Hyundai’s stateside success) and verging on the brash, but in a nice way. Love the big, chrome-y grille.

Inside, the seven seat layout is retained (and once again, it’s kids, and small ones at that, only in the third row) and the cabin is spacious and comfortable in the third row. A genuine surprise was to find that our test car was the most basic Comfort specification (albeit with optional leather seats) because quite frankly, it was rather hard to find any equipment lacking. Standard toys include a multifunction steering wheel, electric lumbar support, Bluetooth and USB connections for phones and media players, air conditioning, a built-in music hard-drive, a bevvy of airbags, ESP, a Land-Rover-style hill descent control (even though our car was front-wheel-drive) and more. One pleasant, practical touch; the bottom of the doors now wraps under the sill, meaning that you can get in and out without dragging the backs of your trousers or tights on muddy door bottoms. Nice.

Under the bonnet, the 2.2-litre diesel engine is familiar in size but its performance and economy have both been improved. With 197bhp and 420Nm of torque, it’s certainly sprightly, and while the Santa Fe clocks in with a kerb weight of 1,961kg, it can still spin its front wheels up pretty easily, and there’s never a sense that you don’t have more than enough power to get about. Best of all though is the already-mentioned refinement. It’s genuinely quiet and relaxed in the cabin. It’ll make a great long-haul cruiser. Co2 emissions are pretty impressive too, at 147g/km for the 2WD version (149g/km for the 4wd) and Hyundai claims you’ll burn just 5.6-litres for every 100km traveled. That’s well into 50mpg territory, which sounds like a bit of a stretch to us. On the basis of our (admittedly brief) first test drive, we’d say mid-sixes, around 40-45mpg would be more realistic, and still pretty impressive.

The driving experience is pretty good too. Now, we’ve criticised Hyundai’s three-setting Flex Steer system before. It allows you to toggle between Comfort, Normal and Sport modes for the steering, and theoretically offers you lighter or heftier settings depending on your mood or need. In reality, there’s not much difference between the three modes and you can’t help but feel that the development budget would have been better spent on one setting that did everything well. Aside from that, the Santa Fe is very pleasant to drive, well balanced and rides with a BMW-esque firm pliancy, only being upset by truly viscious, sharp-edged potholes.

In fact, the BMW comparison is apt, as Hyundai is reckoning on tempting premium German SUV buyers with the new Santa Fe, and there’s a range-topping automatic Premium version that costs the guts of €50k. Ambitious, overly so for a Hyundai? Possibly, but you know what? This is a very impressive car, handsome to look at, pleasant to drive, with an excellent engine and terrific build quality. I personally can’t see why someone considering a BMW or Audi wouldn’t, if they put aside badge snobbery for a moment, seriously consider a Santa Fe now. It really is that good.

Hyundai Santa Fe 2.2 CRDI 2WD Comfort
Price as tested: €36,995
Price range: €36,995 to €48,995
Capacity: 2,199cc
Power: 197bhp
Torque: 420Nm
Top speed: 190kmh
0-100kmh: 9.8sec
Economy: 5.6l-100km (50.4mpg)
CO2 emissions: 147g/km
Road Tax Band: C €330
Euro NCAP rating: Not yet tested