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Posted by Alex Bale
Tuesday, February 19, 2013
Price as tested: €40,733
+ Sexy looks inside and out, quality, image, badge, refinement, engine– Not sporty enough to drive, cramped rear seats= As classy and desirable as it ever was
There is a checklist of qualities that you can bring to a road test of pretty much any new Audi, and almost every model in the range will quickly have a full complement of tick marks. Handsome good looks? Check. Beautiful, and beautifully made interior? Check and check. Frugal engine? Check. And a chassis that falls on just the wrong side of the line marked ‘entertaining?’ Um, yeah, check.
So, does the new A3 hatchback fill in the check list blanks? Yup, every single one. Dubliner David Caffrey, who holds a starring role in Audi’s design studio, is the man behind those George-Clooney-good-looks, and while the A3 doesn’t do much to separate itself from its predecessor (or indeed from most of the rest of the Audi range) it’s undeniably good looking and desirable.
That’s a story that gets even better on the inside. Audi has long been considered the one and true master of car cabin design and execution and with the new A3 the Ingolstadt meister is truly playing at the top of its game. Considering that the A3 is a (relatively) affordable model within the Audi range, the interior style is even more impressive. From the way the ultra-thin sat-nav and infotainment screen rises from the dash top, to the lovely twist and click motion of the air vents to the wonderfully comfortable seats, this is a class act that makes most rivals look clueless. Quite apart from the clear instruments and the lustrous levels of quality, there are the little touches. Check out the circular air vents. Pull out the little knob in the centre of the vent, and the air flow switches to a radial pattern that distributes air evenly around the cabin. Push it in again and the flow switches to a more direct pattern for when you just want to get cold or hot air to your face. Brilliant.
The cabin isn’t flawless though. The biggest problem is simply a lack of space in the rear seats. I know that the A3 is only a three-door, and that a more spacious five-door Sportback version has just arrived on these shores but still – the A3 is a car pitched at upwardly mobile families as much as it is at trendy singletons, so the fact that having my 2-year old in his car seat behind me made me crank my seat uncomfortably far forward is a pretty poor performance.
Under the bonnet, the performance is rather more rounded. Yes, most customers will go for the more frugal and affordable 105bhp 1.6-litre TDI diesel engine, but our test car came with the gruntier 150bhp 2.0-litre TDI diesel – an engine somewhat more befitting of the company that brought us the original Quattro and the bewitching R8 supercar. You may be aware that for the past decade Audi has been crushing every rival at the legendary Le Mans 24hrs race with an unbeatable squadron of diesel-powered racing cars that are not only more frugal than the opposition but more powerful too. That’s the kind of patth the A3’s 2.0-litre engine treads. Not only does it provide invigorating motive thump (100kmh comes up in a GTI-esque 8.6secs) but it can return a genuine 55mpg and its 109g/km Co2 emissions puts it in the new Band A3 for road tax, with an annual bill of €190. That’s little short of amazing performance and the fact that it does it in such a quiet, refined fashion is just the cherry on top.
Which makes it all the sadder that the A3 just can’t quite provide a truly engaging dynamic performance. It’s a long-standing Audi issue, but it remains true that the cross-town rivals from Bavaria, BMW, invariably give more to the driver. The perspective only of the committed enthusiast? True, but then if you’re not bothered about how it drives then why are you shelling out all the extra on a premium brand? There’s nothing wrong with the way the A3 drives – its steering is nicely weighted, its ride just the right amount of firm, its grip levels unimpeachable – but the final spark of enjoyment is missing. I can’t quite put my finger on why, but it is.
That fact makes the A3’s price list an uncomfortable read. Our test car, in Sport trim, carries a price tag of €31,500 which the options on our car (including leather and Alcantara seats, sat-nav, 18” alloys, climate control and parking sensors among others) pushed to north of €40,000. That’s a hefty price for a compact car and one made an even tougher sell by the fact that Volkswagen’s hugely impressive new Golf is now on sale, offering an even better driving experience and similar levels of quality for a lot less cash.
That said, the A3 is impressive and I have no doubt that it will find many firm fans amongst those willing to spend extra on a shinier badge. And hey, how many expensive German cars can truly claim Irish heritage?
Audi A3 2.0 TDI 150 Sport
Price as tested: €40,733
Price range: €25,100 to €39,820
Capacity: 1,968cc
Power: 150bhp
Torque: 320Nm
Top speed: 216kmh
0-100kmh: 8.6sec
Economy: 4.1l-100km (68mpg)
CO2 emissions: 109g/km
Road Tax Band: A3. €190
Euro NCAP rating: 5-star; 95% adult, 87% child, 74% pedestrian, 86% safety assist.
Posted by Alex Bale
Thursday, January 31, 2013
Sheehy Motors Carlow has been officially presented with the 2012 Volkswagen Service Quality award. This is a prestigious award that has an entry list of 6,300 Volkswagen Retail business partners from 27 countries. Whilst PJ O’Neill, Service Manager at Sheehy Motors attended the 2012 Gala Awards Event in Dresden, Germany in September 2012, January 14th saw the official handing over the actual award and certificate to the staff at Sheehy Motors, Carlow.
Alan Bateson, Volkswagen Head of Aftersales commented, “The name of Volkswagen must not only be synonymous with outstanding vehicles, but also with top all-round service. Shawn, PJ and the team at Sheehy Motors Carlow work tirelessly to ensure all Customers are completely satisfied each and every time they visit their business. This is further displayed by their standing in the 2013 Volkswagen Service Quality Awards Table where they have occupied a top 3 position throughout the qualification period. Final results for the 2013 Awards will be known by March this year.”
Shawn Carson, Dealer Principal at Sheehy Motors Carlow said, “We are very honoured to receive such a prestigious award.Shawn paid tribute to the loyal and dedicated staff who consistently delivers exceptional levels of customer care and satisfaction.
“We would like to thank all our customers both past and present for their loyalty and support over the years. We believe if we continue to provide value for money and excellent customer service the Volkswagen brand will grow even further.”
Posted by Alex Bale
Tuesday, January 29, 2013
It's not often that you hear a car company exhorting buyers not to go out and put their hands into their wallets, but that's exactly what Skoda is asking Irish car buyers to do. At least, for the moment...
You see, Skoda has this week announced specification and pricing details for their third new model in just six months with the imminent arrival of the new Octavia to Ireland. Unveiled internationally late last year the new Octavia will be available in Ireland from March with three different specification variants, both manual and automatic transmission options and five engine alternatives the new Octavia offers the Irish motorist considerable choice with prices starting from €18,995.
Originally launched in Ireland back in 1998, the Octavia has become a firm favourite with Irish motorists with more than 40,600 sold to the end of 2012. Now as Skoda enters its 20thAnniversary in Ireland, the third generation of the Octavia will see Skoda challenge not only direct competitors in the medium family segment but, thanks to its increase in size, challenge vehicles in the Mondeo-Passat-Avensis class.
The new Octavia has grown significantly in length and width, the new model is 90mm longer and 45mm wider than the outgoing Octavia. The wheelbase has grown by 108mm enabling the Octavia break the mould for spaciousness in its model segment with interior length (1,782mm), more knee room (73mm) and more headroom at the back (980mm) as well as best in class boot volume of 590 litres.
The new Octavia is powered by the latest low emission TSI petrol engines as well as common rail diesel engines with Stop Start technology for excellent fuel economy.
Speaking on the price reveal for the new Octavia in Ireland, Raymond Leddy Head of Marketing, Skoda Irelandsaid: “We have increased specification levels for all versions of the new Octavia. Additional airbags, Electronic Stability Control for increased safety and Stop Start Technology for reduced emissions and improved fuel economy are now standard features across the range. Stylish alloy wheels are now offered on all models with the exception of the entry Active model. In dimension terms the new Octavia is wider and has grown in length by 9cm allowing for increased cabin space and luggage capacity. Despite this growth the new Octavia has in fact shed up to 100kg in weight compared to its predecessor. Less weight equates to better fuel economy and the new Octavia in its 1.6 TDI version consumes only 3.8 litres for every 100km travelled.
Leddy continued, “The new Octavia will be offered with attractive finance terms from €239 per month inclusive of servicing form Skoda Finance. The new Octavia goes on sale at Skoda Authorised retailers from 16thMarch. We would encourage anyone thinking of purchasing a new car for 2013 to consider the next generation Octavia before making that all important purchase.”
Posted by Alex Bale
Wednesday, January 9, 2013
You're looking at the first pics of the ultra-aggressive face of the new Lexus IS, the compact sports saloon that Lexus is hoping will, at long last, really take the fight to the heartland of the BMW 3 Series and Audi A4.Depending on how you feel about the styling of the current Lexus GS, you may or may not love the new IS' styling, with that outrageous sucked-in grille (vampire fangs, anyone) but while we're sitting slightly on the fence at the moment, we're loving the way the grille design makes it look as if the Lexus badge is being sucked into a black hole. Cool.
Of more practical concern, the new IS is going to be longer, more spacious (good – the current one is way too small inside) and lighter. The driving position is going to be lower and more overtly sporting too, and just have a gander at those gorgeous all-digital instruments. They've been lifted more or less straight from the fantabulous V10 LF-A supercar.
There is a concern that Lexus is going to hobble itself with regard to engine choice though. Once again, only two powerplants will be available but this time around there's no diesel option, or at least none has been officially announced. For now, you'll have to choose between a 2.5-litre petrol V6 IS250 (which no-one in Ireland is going to buy) or a new IS300 Hybrid. Now, we're not 100% sure what the petrol engine component of the IS300 will be just yet, but it is already rumoured to have Co2 emissions in the region of 99g/km. Now, seeing as Toyota can get around 85g/km out of the Prius; 1.8-litre petrol hybrid, we're going to go out on a limb here and suggest that the Lexus' unit will be rather more muscular.
Will being a hybrid hold the IS back, in sales terms, against the more conventional, but very engaging to drive, BMW 320d and Audi A4 2.0 TDI? Yes, it very well could, although it should be noted that the hybrid-only GS450h is at least as engaging and enjoyable to drive as any diesel 5 Series, so if the same engineers are working on the IS300 then perhaps, at last, we'll have a compact hybrid that's as good to drive as a diesel, but just as (if not more) economical and efficient.
We'll find out more when the IS gets its official public unveiling at next week's Detroit Motor Show.
Posted by Alex Bale
Tuesday, December 18, 2012
Price as tested: €15,495
+ Styling, improved quality, excellent engine, value, comfort, space– Still too much cheap cabin plastic, not much else= Unfairly ignored compact hatch, deserves more attention
I bet you've forgotten about the Fiat Punto. It wouldn't be hard to be fair. Since its 2000 heyday when it was one of the best selling cars in Ireland's all-time bumper year for car sales, the Punto has steadily slid down the car sales cliff, in spite of a gorgeous 2005 re-issue with Maserati-like styling by Giugiaro. In a class populated by the likes of the Ford Fiesta, Volkswagen Polo, Peugeot 208, Kia Rio and so many talented others, it's just too easy for the Punto's light to stay well and truly beneath a handy bushel.
And I'll also bet you have some pretty lazy pre-conceptions about Fiat cars in general. If you're of a certain age, rust and electrical maladies will still be top of your list when it comes to Fiat, in spite of two decades where Italian build quality has done nothing but improve.
Of course, Fiat itself has seemed to occasionally ignore the Punto. While the glamorous 500 and the practical Panda have since come along to take centre stage, the current Punto is merely a facelifted version of the car that was launched in 2005.
So, I wasn't expecting all that much when I grabbed the keys to the test car. Yet another facelift of the Punto has come along, reversing some of the rather poor styling decisions made when it became the Punto Evo in 2009, but I too had fallen prey to assuming I knew the Punto's place in the universe.
I'm therefore pleased to report that I was wrong. The updates to the latest generation have gone a long way to strengthening the Punto's hand and it's actually a much sharper competitor to the likes of the Fiesta and Polo than you would have thought. Certainly, it looks arguably better than either, and the cabin now benefits from much higher quality surfaces than before, albeit you don't have to look too hard to find hard, scratchy plastics.
There's good space in there too, and the seats are comfy while out back, the boot is big and well shaped.
The actual production version of the updated 1.3-litre MultiJet Diesel engine will have 85bhp in the Puntos you'll find in dealerships, but our test car actually had the old 75bhp version fitted. No matter, even with the rise of the clever little two-cylinder TwinAir petrol, the diesel is the Punto to have, even if it is a pricey option. Quite apart from exceptionally good economy and emissions figures (90g/km of Co2 and potentially as good as 80mpg if you're in-cred-ibly delicate with the throttle) there is the matter that its 200Nm of torque means it is a relaxed and capable long-haul car, something you could never have said of the old 1.2-litre petrol. Mind you, an extra cog in the slightly slack-shifting five-speed gearbox would help in this regard.
Also a touch slack is the steering, which feels entirely artificial and fake, which is a shame as through the clouds of over-assistance you can feel a really quite talented chassis at work. It's not quite as sharp or rewarding as a Fiesta, but it's more fun by far than most others in the class to throw around, and in spite of ever-increasing girth the Punto still feels properly small and enjoyably agile. It also rides better than it did in 2005 when I first drove it. It still jiggles a little over small, sharp surfaces, but bigger bumps are smoothed over with a deft Italianate roll of the shoulders.
Add to that a reasonably affordable list price of €15,495 which includes pretty decent equipment as standard, and the Punto's package is starting to come together really rather well. And then there's the intangible loveliness that comes with merely driving an Italian car. A little touch of flair, a merest hint of style all makes the experience that bit more enjoyable. It's not something that will appeal to all, perhaps indeed only to a select few, but it's the difference between shopping on Grafton Street or in the Grand Piazza in Milan. You just, or at least I just, feel as if you're cutting a bit more of a rakish figure climbing out of your Punto at the kerb side.
No, the Punto's not perfect, and yes, thanks to that broad public perception you will pay a harsh price come resale time, but I left it back feeling quite surprisingly sad to see it go. Character is a rare thing in an increasingly homogenised car market, and the Punto has that in buckets. To find that it also has a remarkable amount of substance to back that up was simply a welcome surprise.
Fiat Punto 1.3 JTD 85bhpPrice as tested: €15,495
Price range: €13,495 to €15,495
Capacity: 1,248cc
Power: 85bhp
Torque: 200Nm
Top speed: 170kmh
0-100kmh: 12.7sec
Economy: 3.5l-100km (80mpg)
CO2 emissions: 90g/km
Road Tax Band: A2. €180
Euro NCAP rating: 5-star adult, 4-star child, 3-star pedestrian
Posted by Alex Bale
Wednesday, November 28, 2012
Price as tested: €23,995+ Slick new styling, comfort, ride, refinement, quality, space, economy– Steering still too detached, engine a bit underpowered= We were hoping for GT86-like driver appeal, we actually got the quietest, comfiest car in the classToyota generally gets a lot of flack for being dull and middle of the road. Indeed, influential US website Jalopnik.com has made the words Toyota and Beige almost indivisible. But it’s an unfair rep, especially considering cars like the original Celica (and its subsequent versions), the Supra, the MR2, the brilliant new GT86, all those World Rally Championship victories and the amazing Le Mans racing cars. Beige Toyota ain’t, no matter what some snarky bloggers might say.
In fairness though, some of Toyota’s mainstream models have been a bit too quiet for their own good down through the years, and the last generation Auris was a case in point. Too subtle on the outside, with a cabin that even Toyota now admits wasn’t up to snuff means that while it always sold well, the Auris fell well behind the likes of the Ford Focus and VW Golf in critical terms.
But what’s this? A new Auris with a sharp-looking body (check out that beaky nose with the dramatic bottom grille and big cut-outs for the foglights)? Has Toyota finally injected some flair and drama into its mid-size hatch?
Well, you won’t find much drama in the engine room. The 90bhp D4D Diesel engine is about 20bhp down on most of its rivals, and you can tell that as soon as you put your foot down. Performance never quite descends into being sluggish, but neither does it have the effortless punch of, say, Ford's 1.6 TDCI. Toyota, of course, has a grunty, efficient 2.0-litre diesel already in the Avensis. What hope of it being fitted to an Auris? In the meantime, the 1.4 D4D is at least a sweet-natured unit, and very economical. Toyota claims 3.8-litres per 100km on the combined fuel cycle (around 74mpg) and that seems entirely believable, as we were gettting close to 4.0-litres per 100km when driving mostly around town. 99g/km Co2 emissions (as long as you go for the basic 15" wheels) should keep you in the lowest two of the proposed four-way-split Band A tax ratings.
It settles quickly from idle into a distant thrummy noise, and fitting in with the Auris' generally refined nature. Cabin noise levels are very low, whether you're thinking about engine, wind or road noise and the ride quality, especially around town, is truly exceptional. It all adds up to make the Auris one of the most refined, comfortable cars in its class.
It is not, however, much of a drivers' car. Off the back of the brilliant little GT86 coupe, we had hoped that some of that car's DNA might seep through into the Auris and allow it to have a tilt at the sort of pin-sharp driver appeal as displayed by the Focus and Golf. Alas, no. The Auris' steering is light, verging on over-light (think of an early seventies Jaguar XJ6 steering and you're getting there) and it leaves you feeling distanced and separated from the car. That's a shame, as beneath the mush, the chassis feels well-balanced and controlled. There is, possibly, an engaging driving tool in there somewhere, but its light is being kept defiantly sub-bushel.
Such considerations are compensated for by the fact that the cabin is spacious, bright and airy, the boot a decent size and shape (although the boot floor is made of the most unpleasantly cheap flooring material we've yet seen) and of course, the fact that the famed Toyota quality seems to be present and correct.
It is also rather handsome. Possibly less so at the back, where it descends into generic hatchback-ness, but up front, the beaky new nose with its scowling lights, LEDs and aggressive trapezoidal grille looks rather striking, certainly by Toyota standards. It seems to owe no debt to any other Toyota (save perhaps a passing resemblance to the Avensis) and if so, hopefully it is the vanguard of a new family of sharper-looking Toyotas.
Prices start at €18,995 for the 1.33 99bhp petrol in Terra trim (which notably does without such items as air conditioning or Bluetooth phone). Our bells-and-whistles 1.4 D4D Luna comes in at a very competitive €23,995 and includes climate control, Bluetooth, reversing camera, touch-screen stereo and much more.
So while the Auris might be lacking in the final sheen of GT96-like driver appeal we were hoping for, its comfort, spaciousness and its likely reliability score very highly with us. The new found style is welcome, the rest are welcome returns. No drama then, but equally, no crisis.
Toyota Auris 1.4 D4D 90 Luna
Price as tested: €23,995
Price range: €18,995 to €27,990
Capacity: 1,364cc
Power: 90bhp
Torque: 205Nm
Top speed: 170kmh
0-100kmh: 12.6sec
Economy: 3.8l-100km (74mpg)
CO2 emissions: 99g/km*
Road Tax Band: A. €160
Euro NCAP rating: Not yet tested
*When fitted with 15” steel wheels
Posted by Alex Bale
Tuesday, November 20, 2012
Price as tested: €28,550
+ Styling, engine, handling– Driving position= Puts Merc right at the top of the premium hatch tree
I can still remember clearly the last time I drove an old-shape A-Class. You remember? The tall, slightly geeky looking one that was big on space but small on styling and driver appeal. I can still recall heading north up the M1 motorway, just passing the exit for Skerries and thinking “I just don’t like this.”
And that was odd, because I should have. I liked, and still do like, most Mercedes cars. I appreciate cars that are clever, spacious and useful and the old A was all of those things. But I just couldn’t appreciate the shopping-trolley handling, the awkward driving position or, especially on that warm August day, the feeble, non-air-conditioned ventilation.
While the old A certainly had its followers and was one of the most genuinely innovative cars of the past two decades, it just never resonated with customers the way that rivals like the BMW 1 Series and Audi A3 did.
I think that might all be about to change because on a chilly November afternoon, I have now driven the all-new A-Class and suddenly, Mercedes’ smallest car has snapped into sharp focus.
Gone is the tall, spacious MPV-like body of before, and gone with it the clever ‘sandwich’ floor arrangement (originally designed to leave space for the batteries for a proposed electric version) and in comes properly gorgeous, low-slung styling with a prominent bonnet and a cab-backward stance. The new A really is very handsome indeed and that alone should increase its potential sales by a significant figure.
Inside, you no longer get the massive space of the old one, but then you do now get a cabin that looks like it has come from a proper Mercedes. The big, iPad-style control screen in the centre of the dash looks like it should be a touch-screen (sadly it isn’t) and the retro-sixties-style circular air vents are a nice touch.
Slip behind the chunky, sporty, three-spoke steering wheel and you will instantly find the A-Class’ one major flaw. Its driving position. If you’re tall, then you’ll have to sit low to the floor and with your knees splayed out. That’s not a major issue, but at this point the angle of the throttle pedal becomes distinctly awkward and the pedal’s light action means you can’t rest your foot on it when holding a constant speed – you have to hover your foot over it all the time. That’s going to cause major leg ache on a long journey and will expose the fact that the A doesn’t have standard-fit cruise control.
Ah well, perfection is unattainable in nature and all that, so let’s press on and see what the new A-Class does well. And the answer to that question is; pretty much everything else. The 109bhp 180 CDI diesel engine is actually a 1.5-litre unit and while you wouldn’t think it would be especially muscular, it actually provides really decent amounts of poke. The 260Nm of torque is the key figure here, as is the A’s 1,395kg kerb weight. Stir the six-speed manual gearbox with a touch of vigour and you’ll never be less than impressed with its straightline performance, all of which is delivered while it averages a claimed 3.8-litres per 100km (74mpg) and emits as little as 98g/km of Co2, depending on which size of alloy wheels you specify.
To drive, at first, the A feels a little loose-limbed and remote. Trickling through traffic, there’s little or nothing to tell you that this is anything other than another comfort-oriented Mercedes. But get it on to a twisty, properly challenging road and the A-Class really comes alive. The steering weights up (without becoming intrusively heavy) and the chassis really starts to sing, allowing you to fully exploit the diesel grunt. It’s not merely precise, predictable and poised; it’s actually fun. In fact, it’s so good to drive that it just manages to nick the driver appeal trophy from the rear-drive BMW 1 Series.
To all of those talents you can add a cabin that’s decently spacious in the rear and a boot that’s large and square enough to make the A-Class feel truly practical.
At €28k for this most basic of diesel models, you can’t say that it’s exactly affordable but at long last, the A-Class does the job it was originally designed to do; to offer a truly desirable, properly Mercedes driving experience in a compact package at a compact price.
Mercedes-Benz A180 CDIPrice as tested: €28,995Price range: €26,435 to €41,230Capacity: 1,461Power: 109bhpTorque: 260NmTop speed: 190kmh0-100kmh: 11.3secEconomy: 3.8l-100km (74mpg)CO2 emissions: 98g/kmRoad Tax Band: A. €160Euro NCAP rating: Not yet tested
Posted by Alex Bale
Friday, October 26, 2012
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 competitionIt 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
